A method for adjusting the wheel load of a quay crane

Abstract

The present invention provides a method for adjusting the wheel load of a quay crane, which is applied to a quay crane. The quay crane includes a doorframe, an upper structure of the crane arranged above the doorframe, and a trolley mechanism arranged below the doorframe. The method includes: obtaining the torque received by each position of the doorframe and the load received by each position of the doorframe based on the load of the upper structure of the crane; performing finite element analysis on the load on the doorframe to obtain the finite element wheel pressure on the land side and the sea side of the quay crane; forming a wheel pressure transfer coefficient based on the finite element wheel pressure and the calculated wheel pressure on the land side and the sea side of the quay crane; determining the design wheel pressure on the land side and the sea side of the quay crane based on the overturning moment, the equivalent torque of the doorframe, the load received by each position of the doorframe, and the wheel pressure transfer coefficient. By analyzing the force condition of the doorframe and equivalently processing the load, the present invention effectively reduces the design wheel pressure and saves the dock cost.

Description

Technical Field

[0001] The present invention relates to the field of hoisting equipment manufacturing, and particularly to a method for adjusting the wheel load of a quay crane. Background Art

[0002] A quay crane, also known as a shore container crane, is a device installed at a wharf for loading and unloading containers on container ships. The problem of wheel pressure stability is the primary issue in the design of quay crane products, and both have a decisive effect on the self-design and parameter configuration of the crane. The wheel load not only affects the design of the crane but also affects the design of the wharf structure, and has a direct impact on the drive layout, anti-slip, etc. during the operation of the crane. With the large-scale development of international container ships, the parameters of quay cranes are getting larger, the self-load and working load of the equipment are also getting higher, and thus the requirements for the bearing capacity of the wharf are also getting higher. For new wharves, greater costs need to be invested during construction; for old wharves, the limitation of bearing capacity restricts the upgrading of equipment. Summary of the Invention

[0003] In view of this, the present invention provides a method for adjusting the wheel load of a quay crane to provide a method for adjusting the wheel load of a quay crane.

[0004] To solve the above technical problems, the present invention adopts the following technical solutions:

[0005] A method for adjusting the wheel load of a quay crane according to an embodiment of the present invention is applied to a quay crane, which includes a door frame, a crane superstructure disposed above the door frame, and a trolley mechanism disposed below the door frame.

[0006] The door frame includes:

[0007] Two sets of land-side columns, and the two sets of land-side columns are respectively connected by a land-side upper cross beam and a land-side lower cross beam;

[0008] Two sets of sea-side columns, and the two sets of sea-side columns are respectively connected by a sea-side upper cross beam and a sea-side lower cross beam, and the sea-side upper cross beam is connected to the land-side upper cross beam through an intermediate section of the rear girder door frame;

[0009] The crane superstructure includes a girder and a sea-side ladder frame disposed on the sea-side columns. The girder includes a front girder and a rear girder. The method includes:

[0010] Obtaining the equivalent torque of the door frame and the loads received at each position of the door frame based on the load of the crane superstructure;

[0011] Performing finite element analysis on the loads on the door frame to obtain the finite element wheel pressures on the land side and the sea side of the quay crane;

[0012] Based on the finite element wheel pressure and the calculated wheel pressures on the land side and the sea side of the quay crane, the wheel pressure transfer coefficient is formed, and the calculated wheel pressures are used to represent the wheel pressures when the quay crane is only subjected to the front girder load and the rear girder load;

[0013] Based on the equivalent torque of the portal frame, the loads received at each position of the portal frame, and the wheel pressure transfer coefficient, the designed wheel pressures on the land side and the sea side of the quay crane are determined, and the designed loads of the quay crane are adjusted according to the designed wheel pressures to reduce the wheel pressure loads of the quay crane.

[0014] In an embodiment of the present invention, the loads received at each position of the portal frame include:

[0015] The equivalent acting force F1 of the sea side upper crossbeam in the trolley direction, the equivalent acting force F2 of the land side upper crossbeam in the trolley direction, and the equivalent acting forces F3 of the left and right side portal frames, and

[0016] The vertical load FWS of the sea side column and the vertical load FLS of the land side column.

[0017] In an embodiment of the present invention, the equivalent torque of the portal frame includes:

[0018] The torque TWS at the first connection point and the torque TLS at the second connection point;

[0019] Wherein, the first connection point is the connection point between the rear girder and the sea side upper crossbeam, and the second connection point is the connection point between the rear girder and the land side upper crossbeam.

[0020] In an embodiment of the present invention, obtaining the equivalent torque of the portal frame and the loads received at each position of the portal frame based on the load of the upper structure of the crane further includes:

[0021] Obtaining a first portal frame torque T1 based on the equivalent acting force F1 of the sea side upper crossbeam in the trolley direction and the equivalent acting force F2 of the land side upper crossbeam in the trolley direction;

[0022] Obtaining a second portal frame torque T2 based on the equivalent acting forces F3 of the left and right side portal frames;

[0023] Obtaining the total machine torque T and the total lateral load F corresponding to the total machine torque T based on the first portal frame torque T1, the second portal frame torque T2, the torque TWS at the first connection point, and the torque TLS at the second connection point.

[0024] In an embodiment of the present invention, the finite element wheel pressures on the land side and the sea side of the quay crane include:

[0025] The first finite element wheel pressure W1 when the sea side portal frame composed of two groups of the sea side columns and the land side portal frame composed of two groups of the land side columns are subjected to the trolley direction load;

[0026] The second finite element wheel pressure W2 when the left door frame and the right door frame composed of the sea side column and the land side column are subjected to the trolley direction load;

[0027] The third finite element wheel pressure W3 when the second connection point is subjected to the second connection point torque TLS.

[0028] In an embodiment of the present invention, the wheel pressure transfer coefficient formed based on the finite element wheel pressure and the calculated wheel pressures on the land side and the sea side of the quay crane includes:

[0029] The first wheel pressure transfer coefficient a when the sea side door frame and the land side door frame are subjected to the gantry direction load is:

[0030]

[0031] The second wheel pressure transfer coefficient β when the left door frame and the right door frame are subjected to the trolley direction load is:

[0032]

[0033] The third wheel pressure transfer coefficient Υ when the second connection point is subjected to the second connection point torque TLS is:

[0034]

[0035] Wherein, L base is the base distance, L btg is the distance from the girder to the ground, L ld is the center distance of the portal legs, L rail is the gauge, L bd is the center distance of the girders.

[0036] In an embodiment of the present invention, determining the design wheel pressures on the land side and the sea side of the quay crane based on the equivalent torque of the door frame, the loads on each position of the door frame, and the wheel pressure transfer coefficient includes:

[0037] Based on the overturning moment, the equivalent torque of the door frame, the loads on each position of the door frame, and the wheel pressure transfer coefficient, respectively determine the overturning moment wheel pressure, the torque wheel pressures of the sea and land side door frames, and the torque wheel pressures of the left and right side door frames;

[0038] Based on the overturning moment wheel pressure, the torque wheel pressures of the sea and land side door frames, and the torque wheel pressures of the left and right side door frames, determine the design wheel pressure;

[0039] Wherein, the overturning moment is the moment that causes the quay crane to overturn, and the overturning moment wheel pressure W(M) is:

[0040]

[0041] The land - sea side doorframe torque wheel pressure W(T1,a) is:

[0042]

[0043] The left - right side doorframe torque wheel pressure W(T2,β) is:

[0044]

[0045] Wherein, L yc is the height of the action point of the total lateral load F relative to the ground.

[0046] In an embodiment of the present invention, determining the design wheel pressures of the land side and the sea side of the quay crane based on the equivalent torque of the doorframe, the loads received at each position of the doorframe, and the wheel pressure transfer coefficient further includes:

[0047] Obtaining the concentrated torque wheel pressure based on the third wheel pressure transfer coefficient Υ, the first connection point torque TWS, and the second connection point torque TLS;

[0048] Determining the design wheel pressures of the land side and the sea side of the quay crane based on the concentrated torque wheel pressure, the overturning moment wheel pressure, the land - sea side doorframe torque wheel pressure, and the left - right side doorframe torque wheel pressure;

[0049] Wherein, the torque wheel pressure W(TWS - TLS,Υ) is:

[0050]

[0051] In an embodiment of the present invention, determining the design wheel pressures of the land side and the sea side of the quay crane based on the equivalent torque of the doorframe, the loads received at each position of the doorframe, and the wheel pressure transfer coefficient further includes:

[0052] Obtaining the concentrated force wheel pressure at the top of the sea - side column according to the vertical load FWS of the sea - side column;

[0053] Obtaining the concentrated force wheel pressure at the top of the land - side column according to the vertical load FLS of the land - side column;

[0054] Determining the design wheel pressures of the land side and the sea side of the quay crane based on the concentrated torque wheel pressure, the overturning moment wheel pressure, the land - sea side doorframe torque wheel pressure, the left - right side doorframe torque wheel pressure, the concentrated force wheel pressure at the top of the sea - side column, and the concentrated force wheel pressure at the top of the land - side column;

[0055] Wherein, the concentrated force wheel pressure at the top of the sea - side column W(FWS) is:

[0056]

[0057] The concentrated force wheel pressure at the top of the land - side column W(FLS) is:

[0058]

[0059] In one embodiment of the present invention, based on the concentrated torque wheel pressure, the tipping moment wheel pressure, the sea-land side door frame torque wheel pressure, the left and right side door frame torque wheel pressures, the sea side column top concentrated force wheel pressure, and the land side column top concentrated force wheel pressure, the design wheel pressures on the land side and the sea side of the quay crane are determined, including:

[0060] Accumulate and sum up the tipping moment wheel pressure, the sea-land side door frame torque wheel pressure, the left and right side door frame torque wheel pressures, the concentrated torque wheel pressure, the sea side column top concentrated force wheel pressure, and the land side column top concentrated force wheel pressure to obtain the design wheel pressure W, where W is:

[0061] W = W(M) + W(T1,a) + W(T2,β) + W(TWS - TLS,Υ) + W(FWS) + W(FLS).

[0062] Compared with the prior art, the method for adjusting the quay crane wheel pressure load of the present invention has at least one of the following effective effects:

[0063] 1. The method for adjusting the quay crane wheel pressure load in the embodiment of the present invention can accurately obtain the wheel pressures on the sea side and the land side of the quay crane by analyzing the load on the upper structure of the crane to obtain the wheel pressure transfer coefficient;

[0064] 2. The method for adjusting the quay crane wheel pressure load in the embodiment of the present invention can effectively reduce the calculated wheel pressure by adjusting the wheel pressure design load according to the wheel pressure transfer coefficient, and conveniently and quickly conduct the design verification of the simplified wheel pressure design load. Brief Description of the Drawings

[0065] Figure 1a It is a side view structural schematic diagram of the quay crane for the method of adjusting the quay crane wheel pressure load of the present application;

[0066] Figure 1b It is a front view structural schematic diagram of the quay crane for the method of adjusting the quay crane wheel pressure load of the present application;

[0067] Figure 1c It is a rear view structural schematic diagram of the quay crane for the method of adjusting the quay crane wheel pressure load of the present application;

[0068] Figure 2 It is a flow chart of the method for adjusting the quay crane wheel pressure load of the present application;

[0069] Figure 3 It is a top view structural schematic diagram of the quay crane for the method of adjusting the quay crane wheel pressure load of the present application;

[0070] Figure 4 It is a bottom view structural schematic diagram of the quay crane for the method of adjusting the quay crane wheel pressure load of the present application;

[0071] Figure 5 Schematic diagram of the torsion of the quay crane portal frame for the method of adjusting the wheel load of this application;

[0072] Figure 6 Schematic diagram of the force on the quay crane portal frame for the method of adjusting the wheel load of this application;

[0073] Figure 7 Schematic diagram of the acting force of the sea - side components of the quay crane for the method of adjusting the wheel load of this application;

[0074] Figure 8 Schematic diagram of the acting force of the rear tie - rod of the quay crane for the method of adjusting the wheel load of this application;

[0075] Figure 9 Schematic diagram of the acting force of the land - side upper components of the quay crane for the method of adjusting the wheel load of this application;

[0076] Figure 10 Schematic diagram of the acting force of the sea - side ladder - shaped frame of the quay crane for the method of adjusting the wheel load of this application;

[0077] Figure 11 Schematic diagram of the acting force on the top of the portal frame for the method of adjusting the wheel load of this application;

[0078] Figure 12 Schematic diagram of the loading of the wheel pressure transfer coefficient for the method of adjusting the wheel load of this application.

[0079] Reference numerals: 1. Land - side lower cross - beam; 2. Land - side column; 3. Land - side upper cross - beam; 4. Front girder; 5. Outer front tie - rod; 6. Inner front tie - rod; 7. Rear brace of the sea - side ladder - shaped frame; 8. Middle section of the rear - girder portal frame; 9. Rear tie - rod; 10. Rear tie - rod support frame; 11. Machine room; 12. Rear section of the rear - girder; 13. Cross - beam of the sea - side ladder - shaped frame; 14. Leg of the sea - side ladder - shaped frame; 15; Sea - side upper cross - beam; 16. Sea - side column; 17. Sea - side lower cross - beam; 18. Eight - shaped brace; 20. Portal frame brace. Detailed implementation manners

[0080] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, 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 described embodiments of the present invention fall within the scope of protection of the present invention.

[0081] Unless otherwise defined, the technical terms or scientific terms used in the present invention shall have the ordinary meanings understood by those of ordinary skill in the art to which the present invention pertains. The "first", "second" and similar terms used in the present invention do not denote any order, quantity or importance, but are only used to distinguish different components. Similarly, terms such as "a" or "an" do not denote a quantity limitation, but mean that there is at least one. The terms "connected" or "coupled" and the like are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The terms "upper", "lower", "left", "right" and the like are only used to indicate relative position relationships. When the absolute position of the object being described changes, the relative position relationship also changes accordingly.

[0082] With the increasing size of international container ships, the parameters of quay cranes are getting larger and larger, and the self-load and working load of the equipment are also getting higher and higher. Therefore, the requirements for the bearing capacity of the terminal are also getting higher and higher. For new terminals, greater costs need to be invested during construction; for old terminals, the limitation of bearing capacity restricts the upgrading and replacement of equipment. In the existing wheel pressure load design method, finite element analysis (FEA) is generally used, but the finite element analysis requires wheel pressure stability analysis in chronological order, and the process is complex and cumbersome, which is not conducive to engineering applications. To solve the above problems, the present invention provides a method for adjusting the wheel pressure load of a quay crane.

[0083] First, a method for adjusting the wheel pressure load of a quay crane according to the present invention will be specifically described below with reference to the accompanying drawings.

[0084] The present invention provides a method for adjusting the wheel pressure load of a quay crane, which is applied to a quay crane. As Figure 1a - Figure 1c shown, the quay crane includes: a doorframe, a crane superstructure disposed above the doorframe, and a trolley mechanism disposed below the doorframe. The doorframe includes: two sets of land-side columns 2 and two sets of sea-side columns 16. The two sets of land-side columns 2 are respectively connected by a land-side upper crossbeam 3 and a land-side lower crossbeam 1 to form a land-side doorframe; the two sets of sea-side columns 16 are respectively connected by a sea-side upper crossbeam 15 and a sea-side lower crossbeam 17 to form a sea-side doorframe. The sea-side upper crossbeam 15 is connected to the land-side upper crossbeam 3 through a middle section 8 of the rear girder doorframe, as Figure 3As shown, the doorframe includes a sea - side column A, a sea - side column B, a land - side column C, and a land - side column D. In addition, the land - side column 2 and the sea - side column 16 on the same side are connected by a doorframe brace 20 to form a left - hand doorframe and a right - hand doorframe respectively. The upper structure of the crane includes a girder and a sea - side trapezoidal frame arranged on the girder. The sea - side trapezoidal frame is arranged on the sea - side upper cross - beam 15, and includes two groups of sea - side trapezoidal frame legs 14 respectively connected to the sea - side upper cross - beam 15 and a sea - side trapezoidal frame cross - beam 13 connecting the two groups of sea - side trapezoidal frame legs 14; the girder includes a front girder 4 and a rear girder. The front girder 4 is successively provided with an outer front tie - rod 5 and an inner front tie - rod 6, and is connected to the sea - side trapezoidal frame through the outer front tie - rod 5 and the inner front tie - rod 6; As Figure 4 shown, the rear girder includes a rear - girder doorframe middle section 8 and a rear - girder rear section 12. One end of the rear - girder doorframe middle section 8 is rotatably connected to the front girder 4 and is connected to the sea - side upper cross - beam 15 through a spreader 18. The other end is fixedly connected to the land - side upper cross - beam 3. The rear girder is successively provided with a sea - side trapezoidal frame rear brace 7, a rear tie - rod 9, and a machine room 11, and is connected to the sea - side trapezoidal frame through the sea - side trapezoidal frame rear brace 7 and the rear tie - rod 9. The rear tie - rod 9 is connected to the land - side upper cross - beam 3 through a rear tie - rod support frame 10. As Figure 2 shown, the quay - crane design method includes S100 - S400. The following will explain each step of the quay - crane design method of the present application.

[0085] S100. Obtain the equivalent torque of the doorframe and the loads on each position of the doorframe based on the loads of the upper structure of the crane.

[0086] Specifically, the lateral torsion of the upper structure of the quay - crane on the upper part of the quay - crane will cause differences in wheel loads. And since the doorframe is a symmetric frame structure and will not generate torque under lateral loads, it is necessary to obtain the equivalent torque of the doorframe and the loads on each position of the doorframe based on the loads of the upper structure of the crane. According to the force analysis of the doorframe, the total wheel load is decomposed into an overturning - moment wheel load and a torsional wheel load, and the doorframe torsion is decomposed into left - and - right - hand, sea - and - land - side couples and concentrated moments. As Figure 5 shown, due to the loads on the upper structure of the crane, there will be respectively an equivalent acting force F1 of the sea - side upper cross - beam 15 in the trolley direction, an equivalent acting force F2 of the land - side upper cross - beam 3 in the trolley direction, equivalent acting forces F3 of the left - and - right - hand doorframes, a torque TWS at the first connection point, and a torque TLS at the second connection point. The equivalent acting force F1 of the sea - side upper cross - beam 15 in the trolley direction and the equivalent acting force F2 of the land - side upper cross - beam 3 in the trolley direction generate a first doorframe torque T1, and the equivalent acting forces F3 of the left - and - right - hand doorframes generate a second doorframe torque T2. At the same time, as Figure 6As shown in the figure, the load exerted by the upper structure of the crane on the sea-side column 16 will generate a vertical load FWS on the sea-side column 16; the load exerted by the upper structure of the crane on the land-side column 2 will generate a vertical load FLS on the land-side column 2. The first portal torque T1, the second portal torque T2, the first connection point torque TWS, and the second connection point torque TLS jointly generate the total machine torque T and the total lateral load F corresponding to the total machine torque T. Among them, the first connection point is the connection point between the rear girder and the sea-side upper crossbeam 15, and the second connection point is the connection point between the rear girder and the land-side upper crossbeam 3.

[0087] More specifically, as Figure 7 shown, the load of the outer front tie rod 5 is 2f1, the load of the inner front tie rod 6 is 2f2, the load of the front girder 4 is f3, the first equivalent couple R1 and the first equivalent horizontal force R2 distributed to the portal frame. As Figure 8 shown, the load of the rear tie rod 9 is 2f4, the load of the rear brace of the sea-side trapezoidal frame 7 is 2f8, the load of the rear tie rod support frame 10 is f15, the second equivalent couple R3 and the second equivalent horizontal force 2R4 distributed to the land-side upper crossframe. As Figure 9 shown, the load of the machine room 11 is f6, the load of the rear girder is f7, the second connection point torque TLS, the third equivalent couple R5, and the axial force R6 of the land-side upper crossbeam 3 distributed to the portal frame. Among them, the second connection point torque TLS is opposite to the total machine torque T. As Figure 10 shown, the load exerted by the rear tie rod of the trapezoidal frame 9 on the second connection point and the top of the sea-side trapezoidal frame is 2f8, the load of the sea-side trapezoidal frame leg 14 is 2f9, then the load at the top of the sea-side trapezoidal frame is 2(f1 + f2 + f5 + f8) + f9, the horizontal load 2R8 and the third equivalent horizontal force R7 distributed to the portal frame. As Figure 11 shown, the loads of the middle section 8 of the rear girder portal frame are f10 and f11, the load of the diagonal brace 18 is f12, the fourth equivalent horizontal force R9, the fifth equivalent horizontal force R10, and the sixth equivalent horizontal force R11 distributed to the portal frame.

[0088] Refer to Figure 5, the load 2f1 of the outer front tie rod 5, the load 2f2 of the inner front tie rod 6, the load f3 of the front girder 4, the load 2f8 of the rear strut of the sea - side ladder frame 7, the load 2f15 of the rear tie rod support member 10, the load 2f9 of the sea - side ladder frame leg 14, the loads f10 and f11 of the middle section of the rear - girder door frame 8, and the load f12 of the cross - brace 18 act on the door frame to jointly form the equivalent force F1 in the trolley direction of the sea - side upper cross - beam 15; the loads 2f4 and 2f5 of the rear tie rod 9, the load 2f8 of the rear strut of the sea - side ladder frame 7, the load f6 of the machine room 11, the load f7 of the rear girder, the loads f10 and f11 of the middle section of the rear - girder door frame 8, the load f12 of the cross - brace 18, and the load f15 of the rear tie rod support 10 act on the door frame to jointly form the equivalent force F2 in the trolley direction of the land - side upper cross - beam 3; the loads 2f4 of the rear tie rod 9, the load f6 of the machine room 11, and the load f7 of the rear girder act on the door frame to jointly form the equivalent force F3 of the left - and right - hand door frames; the load 2f1 of the outer front tie rod 5, the load 2f2 of the inner front tie rod 6, and the load f3 of the front girder act on the door frame to jointly form the torque TWS at the first connection point; the loads 2f4 of the rear tie rod 9, the load f6 of the machine room 11, and the load f7 of the rear girder act on the door frame to jointly form the torque TLS at the second connection point; the load 2f1 of the outer front tie rod 5, the load 2f2 of the inner front tie rod 6, the loads 2f4 and 2f5 of the rear tie rod 9, the load 2f8 of the rear strut of the sea - side ladder frame 7, the load 2f9 of the sea - side ladder frame leg 14, the load f6 of the machine room 11, and the load f15 of the rear tie rod support 10 act on the door frame to jointly form the vertical load FWS of the sea - side column 16 and the vertical load FLS of the land - side column 2.

[0089] S200. Conduct a finite - element analysis on the loads on the door frame to obtain the finite - element wheel pressures on the land - side and sea - side of the quay crane.

[0090] Specifically, the finite - element analysis can use the method of mathematical approximation to simulate the real physical system (geometry and load conditions) to respectively obtain the first finite - element wheel pressure W1 when the sea - side door frame composed of two groups of sea - side columns 16 and the land - side door frame composed of two groups of land - side columns 2 are subjected to loads in the trolley direction, the second finite - element wheel pressure W2 when the left - hand and right - hand door frames composed of the sea - side column 16 and the land - side column 2 are subjected to loads in the hoist direction, and the third finite - element wheel pressure W3 when the second connection point is subjected to the torque TLS at the second connection point.

[0091] S300. Based on the finite - element wheel pressures and the calculated wheel pressures of the land - side column 2 and the sea - side column 16, form the wheel - pressure transfer coefficient.

[0092] Specifically, as Figure 12 shown, the first wheel - pressure transfer coefficient a when the sea - side door frame and the land - side door frame are subjected to loads in the trolley direction is:

[0093]

[0094] The second wheel pressure transfer coefficient β when the left and right door frames are subjected to the trolley direction load is:

[0095]

[0096] The third wheel pressure transmission coefficient Y when the second connection point is subjected to the second connection point torque TLS is:

[0097]

[0098] Among them, L base is the base distance, L btg is the distance from the beam to the ground, L ld is the distance between the center of the door legs, L rail is the track gauge, L bd is the center distance of the beam.

[0099] S400. Determine the design wheel pressures on the sea side and the land side of the quay crane based on the overturning moment, the door frame equivalent torque, the loads at various positions of the door frame, and the wheel pressure transfer coefficient.

[0100] Specifically, the overturning moment is the moment that causes a self-propelled machine to tip over. The working load (the lifting load in a crane) or a load partially outside the tipping line creates a moment relative to the tipping line. Based on the overturning moment, the overturning moment wheel pressure W(M) of the door frame is calculated as:

[0101]

[0102] Obtain the door frame torque and wheel pressure W(T1,a) on the sea and land sides. W(T1,a) is:

[0103]

[0104] Obtain the left and right door frame torque wheel pressure W(T2,β), W(T2,β) is:

[0105]

[0106] Among them, L yc It is the height of the point where the total lateral load F acts relative to the ground.

[0107] In one embodiment of the present invention, the design wheel loads of the sea side and the land side of the quayside crane are determined based on the overturning moment, the equivalent torque of the door frame, the loads at various positions of the door frame, and the wheel pressure transfer coefficient, including:

[0108] The concentrated torque wheel pressure W(TWS-TLS,Y) is obtained according to the third wheel pressure transfer coefficient Y, the first connection point torque TWS, and the second connection point torque TLS. W(TWS-TLS,Y) is:

[0109]

[0110] In one embodiment of the present invention, the design wheel loads of the land side column 2 and the sea side column 16 are determined based on the overturning moment, the equivalent torque of the door frame, the loads on each position of the door frame, and the wheel load transfer coefficient, including:

[0111] Obtain the concentrated force wheel load W(FWS) at the top of the sea side column 16 according to the vertical load FWS of the sea side column 16, and W(FWS) is:

[0112]

[0113] Obtain the concentrated force wheel load W(FLS) at the top of the land side column 2 according to the vertical load FLS of the land side column 2, and W(FLS) is:

[0114]

[0115] In one embodiment of the present invention, the design wheel loads of the sea side and the land side of the quay crane are determined based on the overturning moment, the equivalent torque of the door frame, the loads on each position of the door frame, and the wheel load transfer coefficient, including:

[0116] Obtain the design wheel load W according to the overturning moment wheel load, the sea and land side door frame torque wheel loads, the left and right side door frame torque wheel loads, the concentrated torque wheel load, the concentrated force wheel load at the top of the sea side column 16, and the concentrated force wheel load at the top of the land side column 2, and W is:

[0117] W = W(M) + W(T1,a) + W(T2,β) + W(TWS - TLS,Υ) + W(FWS) +

[0118] W(FLS). After obtaining the design wheel load value, the design load of the quay crane can be adjusted according to the design wheel load W. In addition, the live load and the load on the door frame at different lifting angles of the girder are processed according to the method described herein, and will not be elaborated here.

[0119] The method for adjusting the wheel load of the quay crane in the embodiment of the present invention can accurately obtain the wheel loads on the sea side column 16 and the land side column 2 by analyzing the loads on the upper structure of the crane to obtain the wheel load transfer coefficient; at the same time, adjusting the design load of the wheel load according to the wheel load transfer coefficient is convenient and fast, and simplifies the design of the design load of the wheel load. In addition, the method in the embodiment of the present invention can also be used for a simplified method, such as the case where only the left and right side torques are considered without considering the sea and land side torques, which is not limited here.

[0120] The above is the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle described in the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A method for adjusting the wheel load of a quay crane, characterized in that Applied to a quay crane, the quay crane includes a doorframe, a crane superstructure arranged above the doorframe, and a trolley mechanism arranged below the doorframe. The doorframe includes: Two sets of land-side columns, and the two sets of land-side columns are respectively connected by a land-side upper crossbeam and a land-side lower crossbeam; Two sets of sea-side columns, and the two sets of sea-side columns are respectively connected by a sea-side upper crossbeam and a sea-side lower crossbeam, and the sea-side upper crossbeam is connected to the land-side upper crossbeam through an intermediate section of the rear girder doorframe; The crane superstructure includes a girder and a sea-side ladder frame arranged on the sea-side columns, the girder includes a front girder and a rear girder, and the method includes: Obtaining the equivalent torque of the doorframe and the loads on each position of the doorframe based on the loads of the crane superstructure, the loads on each position of the doorframe include the equivalent acting force F1 of the sea-side upper crossbeam in the trolley direction, the equivalent acting force F2 of the land-side upper crossbeam in the trolley direction, and the equivalent acting forces F3 of the left and right doorframes, as well as the vertical load FWS of the sea-side columns and the vertical load FLS of the land-side columns, the equivalent torque of the doorframe includes the first connection point torque TWS and the second connection point torque TLS, where the first connection point is the connection point of the rear girder and the sea-side upper crossbeam, and the second connection point is the connection point of the rear girder and the land-side upper crossbeam. Obtaining the equivalent torque of the doorframe and the loads on each position of the doorframe based on the loads of the crane superstructure further includes: obtaining a first doorframe torque T1 based on the equivalent acting force F1 of the sea-side upper crossbeam in the trolley direction and the equivalent acting force F2 of the land-side upper crossbeam in the trolley direction, obtaining a second doorframe torque T2 based on the equivalent acting forces F3 of the left and right doorframes, and obtaining the total machine torque T and the total lateral load F corresponding to the total machine torque T based on the first doorframe torque T1, the second doorframe torque T2, the first connection point torque TWS, and the second connection point torque TLS; Performing finite element analysis on the loads on the doorframe to obtain the finite element wheel pressures on the land side and the sea side of the quay crane. The finite element wheel pressures on the land side and the sea side of the quay crane include: the first finite element wheel pressure W1 when the sea-side doorframe composed of two sets of sea-side columns and the land-side doorframe composed of two sets of land-side columns are subjected to trolley direction loads, the second finite element wheel pressure W2 when the left and right doorframes composed of the sea-side columns and the land-side columns are subjected to trolley direction loads, and the third finite element wheel pressure W3 when the second connection point is subjected to the second connection point torque TLS; Forming a wheel pressure transfer coefficient based on the finite element wheel pressures and the calculated wheel pressures on the land side and the sea side of the quay crane, and the calculated wheel pressures are used to represent the wheel pressures when the quay crane is only subjected to the loads of the front girder and the rear girder; Determining the design wheel pressures on the land side and the sea side of the quay crane based on the equivalent torque of the doorframe, the loads on each position of the doorframe, and the wheel pressure transfer coefficient, and adjusting the design loads of the quay crane according to the design wheel pressures to reduce the wheel pressure loads of the quay crane; Wherein, forming a wheel pressure transfer coefficient based on the finite element wheel pressures and the calculated wheel pressures on the land side and the sea side of the quay crane includes: The first wheel pressure transfer coefficient a when the sea - side door frame and the land - side door frame are subjected to the load in the trolley direction is as follows: The second wheel pressure transfer coefficient β when the left - hand door frame and the right - hand door frame are subjected to the load in the crab direction is as follows: The third wheel pressure transfer coefficient Υ when the second connection point is subjected to the torque TLS at the second connection point is as follows: Among them, L base is the base pitch, L btg is the distance from the girder to the ground, L ld is the distance between the centers of the portal legs, L rail is the gauge, L bd is the distance between the centers of the girders.

2. The method according to claim 1, wherein Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the equivalent torque of the door frame, the loads received at each position of the door frame, and the wheel pressure transfer coefficients includes: Respectively determining the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, and the left - and - right - hand door - frame torque wheel pressure based on the overturning moment, the equivalent torque of the door frame, the loads received at each position of the door frame, and the wheel pressure transfer coefficients; Determining the design wheel pressure based on the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, and the left - and - right - hand door - frame torque wheel pressure; Among them, the overturning moment is the moment that causes the quay crane to overturn, and the overturning - moment wheel pressure W(M) is: The land - and - sea - side door - frame torque wheel pressure W(T1,a) is: The left - and - right - hand door - frame torque wheel pressure W(T2,β) is: where L yc is the height of the action point of the total lateral load F relative to the ground.

3. The method according to claim 2, wherein Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the equivalent torque of the door frame, the loads received at each position of the door frame, and the wheel pressure transfer coefficients further includes: Obtaining the concentrated - torque wheel pressure based on the third wheel pressure transfer coefficient Υ, the torque TWS at the first connection point, and the torque TLS at the second connection point; Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the concentrated - torque wheel pressure, the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, and the left - and - right - hand door - frame torque wheel pressure; Among them, the torque wheel pressure W(TWS - TLS,Υ) is:

4. The method according to claim 3, characterized in that, Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the equivalent torque of the door frame, the loads received at each position of the door frame, and the wheel pressure transfer coefficients further includes: Obtaining the concentrated force wheel pressure at the top of the sea - side column according to the vertical load FWS of the sea - side column; Obtaining the concentrated force wheel pressure at the top of the land - side column according to the vertical load FLS of the land - side column; Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the concentrated - torque wheel pressure, the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, the left - and - right - hand door - frame torque wheel pressure, the concentrated force wheel pressure at the top of the sea - side column, and the concentrated force wheel pressure at the top of the land - side column; Among them, the concentrated force wheel pressure W(FWS) at the top of the sea - side column is: The concentrated force wheel pressure W(FLS) at the top of the land - side column is:

5. The method according to claim 4, wherein Determining the design wheel pressures of the land - side and sea - side of the quay crane based on the concentrated - torque wheel pressure, the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, the left - and - right - hand door - frame torque wheel pressure, the concentrated force wheel pressure at the top of the sea - side column, and the concentrated force wheel pressure at the top of the land - side column includes: Accumulating and summing up the overturning - moment wheel pressure, the land - and - sea - side door - frame torque wheel pressure, the left - and - right - hand door - frame torque wheel pressure, the concentrated - torque wheel pressure, the concentrated force wheel pressure at the top of the sea - side column, and the concentrated force wheel pressure at the top of the land - side column to obtain the design wheel pressure W, and W is: W = W(M)+W(T1,a)+W(T2,β)+W(TWS - TLS,Υ)+W(FWS)+W(FLS).

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