A horizontal design method for the main girder of a quay crane

Abstract

The present application provides a method for designing the horizontal of the quay crane girder, including: obtaining the absolute deflection of the girder under its own weight; obtaining the absolute deflection of the girder under the moving load; respectively obtaining the unit deflection of each calculation point caused by the unit shortening of the outer tie rod, the inner tie rod and the rear tie rod, and simultaneously shortening the lengths of the outer tie rod, the inner tie rod and the rear tie rod; setting an adjustment coefficient to obtain the reverse change amount of the deflection of each calculation point caused by the shortening of the outer tie rod, the inner tie rod and the rear tie rod; obtaining the total deflection of each calculation point; drawing a total deflection broken line based on the total deflection of each calculation point, and adjusting the adjustment coefficient to make the curve slope of the characteristic point 0; obtaining the designed shortening amounts of the outer tie rod, the inner tie rod and the rear tie rod based on the adjustment coefficient and the shortening amounts when the curve slope of the characteristic point is 0. This method can quickly and efficiently design the horizontal of the girder.

Description

Technical Field

[0001] This application relates to the technical field of transportation equipment, and particularly to a method for horizontally designing the girder of a quay crane. Background Art

[0002] A quay crane, also known as a ship-to-shore container crane, is a device used for loading and unloading containers on container ships at the shore. The straightness of the quay crane girder affects the driving comfort of the operator during the operation of the trolley and the smoothness of the driving load.

[0003] In the design drawings, the girder is in a straight position, which is a theoretical state without load. However, in actual use, the structure is affected by gravity and moving loads. After the overall assembly of the crane, vertical deflection occurs under natural conditions, which affects driving comfort and reduces the smoothness of the driving load. Summary of the Invention

[0004] In view of this, this application provides a method for horizontally designing the quay crane girder to solve the problem of vertical deflection of the girder in actual use when designing the quay crane according to the traditional design scheme.

[0005] To solve the above technical problems, this application adopts the following technical solutions:

[0006] A method for horizontally designing the quay crane girder according to an embodiment of this application is applied to a quay crane. The quay crane includes a doorframe, a sea-side upper crossbeam and a land-side upper crossbeam arranged on the doorframe, a girder arranged on the sea-side upper crossbeam and the land-side upper crossbeam, an outer tie rod, an inner tie rod, and a rear tie rod respectively connected to the girder and the trapezoidal frame on the doorframe;

[0007] A plurality of calculation points are arranged on the girder, the starting calculation point is 0, and the calculation points include a plurality of characteristic points;

[0008] The method includes:

[0009] Obtaining the absolute self-weight deflection of the girder under the action of self-weight based on finite element analysis;

[0010] Obtaining the absolute deflection of the moving load of the girder under the action of the moving load based on finite element analysis;

[0011] Respectively obtaining the unit deflection of each calculation point caused by the unit shortening of the outer tie rod, the inner tie rod, and the rear tie rod, and simultaneously shortening the lengths of the outer tie rod, the inner tie rod, and the rear tie rod;

[0012] Setting the adjustment coefficients corresponding to the outer tie rod, the inner tie rod, and the rear tie rod, and respectively obtaining the reverse change amount of the deflection of each calculation point caused by the unit shortening of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficients and the unit deflection;

[0013] Obtain the total deflection of each calculation point based on the absolute deflection due to self-weight, the absolute deflection under the moving load, and the reverse deflection change at each calculation point;

[0014] Draw a total deflection broken line based on the total deflection of each calculation point, and adjust the adjustment coefficient so that the slope of the connection line of the total deflections at the characteristic points is 0;

[0015] Obtain the designed shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficient and the unit shortening amount when the curve slope at the characteristic points is 0, and adjust the girder based on the designed shortening amounts.

[0016] In an embodiment of the present application, the connection point between the outer tie rod and the girder is characteristic point 1, the connection point between the inner tie rod and the girder is characteristic point 5, the connection point between the sea-side upper cross beam and the door frame is characteristic point 9, the connection point between the land-side upper cross beam and the door frame is characteristic point 13, and the connection point between the rear tie rod and the girder is characteristic point 18.

[0017] In an embodiment of the present application, obtaining the absolute deflection of the girder under the moving load based on finite element analysis includes:

[0018] Obtain the moving load based on the weight TL of the moving trolley, the weight LS of the spreader system, and the weight LL of the goods under the spreader. The moving load is: TL + LS + 0.5LL;

[0019] Obtain the absolute deflection B of the girder caused by the moving load based on finite element analysis.

[0020] In an embodiment of the present application, obtaining the unit deflections of each calculation point caused by the unit shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod respectively includes:

[0021] Obtain the unit deflection C of each calculation point caused by the unit shortening amount of the outer tie rod based on finite element analysis;

[0022] Obtain the unit deflection D of each calculation point caused by the unit shortening amount of the inner tie rod based on finite element analysis;

[0023] Obtain the unit deflection E of each calculation point caused by the unit shortening amount of the rear tie rod based on finite element analysis.

[0024] In an embodiment of the present application, set the adjustment coefficient, and obtain the reverse deflection change amounts of each calculation point caused by the unit shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod respectively based on the adjustment coefficient and the unit deflection, including:

[0025] Set the adjustment coefficient of the outer tie rod as n1, set the adjustment coefficient of the outer tie rod as n2, and set the adjustment coefficient of the outer tie rod as n3.

[0026] In an embodiment of the present application, a regulation coefficient is set, and the reverse deflection change amounts of each calculation point caused by the unit shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod are obtained based on the regulation coefficient and the unit deflection respectively, including:

[0027] The reverse deflection change amounts of each calculation point caused by the unit shortening amount ΔL1 of the outer tie rod and the regulation coefficient are:

[0028] n1×C;

[0029] The reverse deflection change amounts of each calculation point caused by the unit shortening amount ΔL2 of the inner tie rod and the regulation coefficient are:

[0030] n2×D;

[0031] The reverse deflection change amounts of each calculation point caused by the unit shortening amount ΔL3 of the rear tie rod and the regulation coefficient are:

[0032] n3×E.

[0033] In an embodiment of the present application, the absolute self-weight deflection of the girder is A, and the calculation formula for the total deflection ΔY of each calculation point is:

[0034] ΔY = A + B + n1×C + n2×D + n3×E.

[0035] In an embodiment of the present application, the total deflection at feature point 1 is ΔY1, the total deflection at feature point 5 is ΔY5, and the total deflection at feature point 9 is ΔY9; the total deflection at feature point 13 is ΔY13, and the total deflection at feature point 18 is ΔY18.

[0036] In an embodiment of the present application, based on the total deflection of each calculation point, a total deflection broken line is drawn, and the regulation coefficient is adjusted so that the curve slope of the feature point is 0, including:

[0037] Adjust the regulation coefficient so that ΔY9, ΔY5, and ΔY1 are the same, and so that ΔY13 and ΔY18 are the same.

[0038] In an embodiment of the present application, based on the regulation coefficient and the unit shortening amount when the slope of the connection line of the total deflections at the feature points is 0, the design shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod are obtained, including:

[0039] The design shortening amount of the outer tie rod is:

[0040] n1×ΔL1;

[0041] The design shortening amount of the inner tie rod is:

[0042] n2×ΔL2;

[0043] The design shortening amount of the rear tie rod is:

[0044] n3 × ΔL3;

[0045] Adjust the lengths of the connecting plates or eccentric sleeves on the outer tie rod, inner tie rod, and rear tie rod based on the designed shortening amounts of the outer tie rod, inner tie rod, and rear tie rod.

[0046] At least one of the above technical solutions of this application has the following beneficial effects:

[0047] The horizontal design method of the quay crane girder in this application makes the girder upturn by shortening the tie rod length to offset the downward deflection, effectively improving the driving comfort and the smoothness during driving load. At the same time, by introducing an adjustment coefficient, the total deflections at various positions of the girder can be adjusted simultaneously, further ensuring the straightness of the girder. Description of the Drawings

[0048] Figure 1 It is a structural schematic diagram of the theoretical position of the girder in the traditional design and the position of the girder in the actual application;

[0049] Figure 2 It is a flow chart of the horizontal design method of the quay crane girder in this application;

[0050] Figure 3 It is a structural schematic diagram of the quay crane in the horizontal design method of the quay crane girder in this application;

[0051] Figure 4 It is a schematic diagram of the calculation points on the girder in the horizontal design method of the quay crane girder in this application;

[0052] Figure 5 It is a broken line graph of the total deflections of each calculation point in the horizontal design method of the quay crane girder in this application;

[0053] Figure 6 It is a structural schematic diagram of shortening the lengths of each tie rod by the connecting plate in the horizontal design method of the quay crane girder in this application;

[0054] Figure 7 It is a structural schematic diagram of shortening the lengths of each tie rod by the eccentric sleeve in the horizontal design method of the quay crane girder in this application;

[0055] Figure 8 It is the front view of the eccentric sleeve in the horizontal design method of the quay crane girder in this application;

[0056] Figure 9 It is the sectional view of the eccentric sleeve in the horizontal design method of the quay crane girder in this application.

[0057] Reference numerals: 100, door frame; 110, girder; 200, sea - side upper cross beam; 300, land - side upper cross beam; 400, outer tie rod; 500, inner tie rod; 600, rear tie rod; 700, trapezoidal frame; 800, connecting plate; 900, eccentric sleeve. Detailed implementation manners

[0058] To make the objectives, technical solutions, and advantages of the embodiments of the present application clearer, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present application. Obviously, the described embodiments are some, but not all, of the embodiments of the present application. Based on the described embodiments of the present application, all other embodiments obtained by those of ordinary skill in the art belong to the scope protected by the present application.

[0059] Unless otherwise defined, the technical terms or scientific terms used in the present application shall have the ordinary meanings understood by those of ordinary skill in the art to which the present application pertains. The "first", "second", and similar terms used in the present application 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", etc. are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship also changes accordingly.

[0060] As Figure 1 shown, on the design drawing, the girder 110 is in a straight position, which is a theoretical state without load. In actual use, the structure is subjected to gravity and live loads. After the crane is assembled, the girder 110 deflects vertically naturally under the natural state, affecting the driving comfort and reducing the smoothness when driving under load. It should be noted that the live load in the present invention is relative to the self - weight load (fixed load). To solve the above problems, the present application provides a method for horizontal design of the quay crane girder.

[0061] Next, a method for horizontal design of the quay crane girder according to an embodiment of the present application will be specifically described with reference to the accompanying drawings.

[0062] As Figure 2 shown, Figure 2 The method for horizontal design of the quay crane girder of the embodiment of the present application is applied to a quay crane, as Figure 3 and Figure 4As shown in the figure, the quay crane includes a door frame 100, a sea-side upper cross beam 200 and a land-side upper cross beam 300 provided on the door frame 100, a main beam 110 provided on the sea-side upper cross beam 200 and the land-side upper cross beam 300, an outer tie rod 400, an inner tie rod 500 and a rear tie rod 600 respectively connected to the main beam 110 and the trapezoidal frame 700 on the door frame 100; a plurality of calculation points are provided on the main beam 110, the starting calculation point is 0, and the calculation points include a plurality of characteristic points.

[0063] In an embodiment of the present application, 19 calculation points are arranged at intervals on the main beam 110, numbered 0-18, and the moving load runs from 0 to 17, including the quarter support positions of each section of the main beam 110. Thus, the stress data on the main beam 110 can be accurately calculated. Due to the influence of gravity, each calculation point will deflect downward. In addition, the five positions where the outer tie rod 400, the inner tie rod 500 and the rear tie rod 600 are connected to the main beam 110, the connection between the sea-side upper cross beam 200 and the door frame 100, and the connection between the land-side upper cross beam 300 and the door frame 100 are the five stress points affecting the deflection of the main beam 110. Therefore, the calculation points at these five positions can be set as characteristic points. Thus, the design accuracy of the designed shortening amount of each tie rod can be improved.

[0064] Specifically, the connection between the outer tie rod 400 and the main beam 110 is the characteristic point 1, the connection between the inner tie rod 500 and the main beam 110 is the characteristic point 5, the connection between the sea-side upper cross beam 200 and the door frame 100 is the characteristic point 9, the connection between the land-side upper cross beam 300 and the door frame 100 is the characteristic point 13, and the connection between the rear tie rod 600 and the main beam 110 is the characteristic point 18.

[0065] The horizontal design method of the quay crane main beam includes:

[0066] S100. Obtain the absolute self-weight deflection of the main beam under the action of self-weight based on finite element analysis.

[0067] Specifically, finite element analysis is a means of simulating a real physical system (geometry and load conditions) using a mathematical approximation method. The absolute self-weight deflection A of the main beam 110 of the quay crane under the action of only self-weight can be simulated through finite element analysis. At this time, the absolute self-weight deflection A of the main beam 110 is negative. That is to say, the absolute self-weight deflection A of the main beam 110 caused by the self-weight load at each calculation point on the main beam 110 can be obtained.

[0068] S200. Obtain the absolute moving load deflection of the main beam under the action of the moving load based on finite element analysis.

[0069] Specifically, in the actual use scenario, the sources of the moving loads on the main beam 110 are the weight of the moving trolley, the weight of the spreader system, and the weight of the goods under the spreader. The moving load can be obtained based on the weight of the moving trolley TL, the weight of the spreader system LS, and the weight of the goods under the spreader LL. The moving load is: TL + LS + 0.5LL. And through finite element analysis, the absolute deflection B of the main beam 110 caused by the moving load is obtained. At this time, the absolute deflection B of the main beam 110 caused by the moving load is negative. That is to say, the absolute deflection B of the main beam 110 caused by the moving load at each calculation point on the main beam 110 can be obtained.

[0070] S300. Respectively obtain the unit deflections of each calculation point caused by the unit shortening of the outer tie rod, the inner tie rod, and the rear tie rod; and simultaneously shorten the lengths of the outer tie rod, the inner tie rod, and the rear tie rod.

[0071] Specifically, to prevent the main beam 110 from deflecting downward and keep it horizontal in the use scenario. Therefore, it is necessary to shorten the lengths of the tie rods during design so that the main beam 110 warps upward to offset the downward deflection. In an embodiment of the present application, the lengths of the outer tie rod 400, the inner tie rod 500, and the rear tie rod 600 can be shortened simultaneously. The unit shortening amounts of the outer tie rod 400, the inner tie rod 500, and the rear tie rod 600 are ΔL1, ΔL2, and ΔL3 respectively. Then, based on finite element analysis, the unit deflections C of each calculation point on the main beam 110 caused by the unit shortening of the outer tie rod 400, the unit deflections D of each calculation point on the main beam 110 caused by the unit shortening of the inner tie rod 500, and the unit deflections E of each calculation point on the main beam 110 caused by the unit shortening of the rear tie rod 600 can be obtained respectively.

[0072] S400. Set the adjustment coefficients corresponding to the outer tie rod, the inner tie rod, and the rear tie rod, and respectively obtain the reverse change amounts of the deflections of each calculation point caused by the unit shortening of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficients and the unit deflections.

[0073] In an embodiment of the present application, the adjustment coefficient of the outer tie rod 400 can be set to n1 according to finite element analysis, the adjustment coefficient of the outer tie rod 400 can be set to n2, and the adjustment coefficient of the outer tie rod 400 can be set to n3. Specifically, the calculation formula for the reverse deflection change amount of each calculation point on the main beam 110 caused by the unit shortening amount ΔL1 of the outer tie rod 400 and the adjustment coefficient is: n1×C; the calculation formula for the reverse deflection change amount of each calculation point on the main beam 110 caused by the unit shortening amount ΔL2 of the inner tie rod 500 and the adjustment coefficient is: n2×D; the calculation formula for the reverse deflection change amount of each calculation point on the main beam 110 caused by the unit shortening amount ΔL3 of the rear tie rod 600 and the adjustment coefficient is: n3×E. By setting the adjustment parameters, the total deflection of each position of the main beam 110 can be adjusted simultaneously, effectively ensuring the straightness of the main beam 110.

[0074] S500. Obtain the total deflection of each calculation point based on the absolute deflection due to self-weight, the absolute deflection due to live load, and the reverse deflection change amount of each calculation point.

[0075] In an embodiment of the present application, the calculation formula for the total deflection ΔY of each calculation point is: ΔY = A + B + n1×C + n2×D + n3×E. Thus, the total deflection ΔY of each calculation point on the main beam 110 can be obtained, that is, the total deflection ΔY of the characteristic points in the calculation points can be obtained. Specifically, the total deflection at characteristic point 1 is ΔY1, the total deflection at characteristic point 5 is ΔY5, and the total deflection at characteristic point 9 is ΔY9; the total deflection at characteristic point 13 is ΔY13, and the total deflection at characteristic point 18 is ΔY18.

[0076] S600. Draw a total deflection broken line based on the total deflection of each calculation point, and adjust the adjustment coefficient so that the slope of the connection line of the total deflections of the characteristic points is 0.

[0077] Specifically, as Figure 5 shown, a broken line graph of the total deflection broken line can be drawn based on the total deflection of each calculation point. In the figure, the X-axis is the position on the main beam 110, with the land-side upper crossbeam 300 as the origin, positive towards the sea side, and negative towards the land side; the Y-axis is the vertical deflection of the main beam 110, indicating the position change relative to the design theory. The adjustment coefficient can be adjusted so that ΔY9, ΔY5, and ΔY1 are the same, and ΔY13 and ΔY18 are the same. At this time, ΔY9 - ΔY5 = 0, that is, the slope of the connection line of the total deflections at characteristic point 9 and characteristic point 5 is 0. ΔY9 - ΔY1 = 0, that is, the slope of the connection line of the total deflections at characteristic point 9 and characteristic point 1 is 0. ΔY13 - ΔY18 = 0, that is, the slope of the connection line of the total deflections at characteristic point 13 and characteristic point 18 is 0. Of course, the above method is an ideal situation. In actual applications, the slope of the connection line of the total deflections of the characteristic points is close to 0.

[0078] The S700 obtains the designed shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficient and the unit shortening amount when the slope of the total deflection connection line at the characteristic points is 0, and adjusts the girder based on the designed shortening amounts.

[0079] That is to say, when the connection lines of the total deflections of the characteristic points 9, the characteristic point 5, and the characteristic point 1 are 0, and the connection lines of the total deflections of the characteristic points 18 and the characteristic point 13 are 0, the adjustment coefficients n1 of the outer tie rod 400, the adjustment coefficient n2 of the inner tie rod 500, and the adjustment coefficient n3 of the rear tie rod 600 can be selected. At this time, the designed shortening amount of the outer tie rod 400 is: n1×ΔL1; the designed shortening amount of the inner tie rod 500 is: n2×ΔL2; the designed shortening amount of the rear tie rod 600 is: n3×ΔL3. As Figures 6 - 9 shown, the lengths of the connecting plates 800 or the eccentric sleeves 900 on the outer tie rod 400, the inner tie rod 500, and the rear tie rod 600 can be adjusted respectively based on the designed shortening amounts of the outer tie rod 400, the inner tie rod 500, and the rear tie rod 600. Taking the connecting plate 800 as an example, the theoretical design size of the connecting plate 800 is 1300 mm. According to the above method, in order to make the girder 110 horizontal, the outer tie rod 400, the inner tie rod 500, and the rear tie rod 600 need to be shortened synchronously by 90 mm, then the actual manufacturing size of the connecting plate 800 is 1210 mm.

[0080] The horizontal design method of the quay crane girder 110 in this application makes the girder 110 upturned by shortening the length of the tie rod to offset the downward deflection, ensuring driving comfort and smoothness during the driving load. At the same time, by introducing the adjustment coefficient, the total deflections at each position of the girder 110 can be adjusted simultaneously, ensuring the straightness of the girder 110.

[0081] The above is the preferred implementation manner of this application. It should be noted that for those of ordinary skill in the art in this technical field, without departing from the principle described in this application, several improvements and refinements can still be made, and these improvements and refinements should also be regarded as the protection scope of this application.

Claims

1. A horizontal design method for the main girder of a quay crane, characterized in that, Applied to a quay crane, the quay crane includes a doorframe, a sea - side upper crossbeam and a land - side upper crossbeam arranged on the doorframe, a main girder arranged on the sea - side upper crossbeam and the land - side upper crossbeam, an outer tie rod, an inner tie rod and a rear tie rod respectively connected to the main girder and the trapezoidal frame on the doorframe; A plurality of calculation points are arranged on the main girder, the starting calculation point is 0, and the calculation points include a plurality of characteristic points, and the characteristic points are used to represent stress concentration points; The method includes: Obtaining the absolute self - weight deflection of the main girder under the action of self - weight based on finite - element analysis; Obtaining the absolute live - load deflection of the main girder under the action of live load based on finite - element analysis; Respectively obtaining the unit deflections of each of the calculation points caused by the unit shortening amounts of the outer tie rod, the inner tie rod and the rear tie rod, and simultaneously shortening the lengths of the outer tie rod, the inner tie rod and the rear tie rod; Setting the adjustment coefficients corresponding to the outer tie rod, the inner tie rod and the rear tie rod, and respectively obtaining the reverse deflection change amounts of each of the calculation points caused by the unit shortening amounts of the outer tie rod, the inner tie rod and the rear tie rod based on the adjustment coefficients and the unit deflections; Obtaining the total deflections of each of the calculation points based on the absolute self - weight deflection, the absolute live - load deflection and the reverse deflection change amounts of each of the calculation points; Drawing a total - deflection broken line based on the total deflections of each of the calculation points, and adjusting the adjustment coefficients so that the slope of the connection line of the total deflections at the characteristic points is 0; Obtaining the designed shortening amounts of the outer tie rod, the inner tie rod and the rear tie rod based on the adjustment coefficients and the unit shortening amounts when the slope of the connection line of the total deflections at the characteristic points is 0, and adjusting the main girder based on the designed shortening amounts.

2. The horizontal design method of the quay crane girder according to claim 1, characterized in that The calculation points are arranged at intervals. The connection point of the outer tie rod and the main girder is characteristic point 1, the connection point of the inner tie rod and the main girder is characteristic point 5, the connection point of the sea - side upper crossbeam and the doorframe is characteristic point 9, the connection point of the land - side upper crossbeam and the doorframe is characteristic point 13, and the connection point of the rear tie rod and the main girder is characteristic point 18.

3. The horizontal design method of the quay crane girder according to claim 2, characterized in that, The obtaining the absolute live - load deflection of the main girder under the action of live load based on finite - element analysis includes: Obtaining the live load based on the weight TL of the moving trolley, the weight LS of the spreader system, and the weight LL of the goods under the spreader. The live load is: TL + LS+0.5LL; Obtaining the absolute live - load deflection B of the main girder caused by the live load based on finite - element analysis.

4. The horizontal design method of the quay crane girder according to claim 3, characterized in that The unit shortening amount of the outer tie rod is ΔL1, the unit shortening amount of the inner tie rod is ΔL2, and the unit shortening amount of the rear tie rod is ΔL3; Respectively obtaining the unit deflections of each of the calculation points caused by the unit shortening amounts of the outer tie rod, the inner tie rod and the rear tie rod includes: Obtaining the unit deflections C of each of the calculation points caused by the unit shortening amount of the outer tie rod based on finite - element analysis; Obtaining the unit deflections D of each of the calculation points caused by the unit shortening amount of the inner tie rod based on finite - element analysis; Obtaining the unit deflections E of each of the calculation points caused by the unit shortening amount of the rear tie rod based on finite - element analysis.

5. The horizontal design method of the quay crane girder according to claim 4, characterized in that Set adjustment coefficients, and respectively obtain the reverse deflection change amounts of each of the calculation points caused by the unit shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficients and the unit deflection, including: Set the adjustment coefficient of the outer tie rod as n1, set the adjustment coefficient of the outer tie rod as n2, and set the adjustment coefficient of the outer tie rod as n3.

6. The horizontal design method of the quay crane girder according to claim 5, characterized in that Set adjustment coefficients, and respectively obtain the reverse deflection change amounts of each of the calculation points caused by the unit shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficients and the unit deflection, including: The reverse deflection change amounts of each of the calculation points caused by the unit shortening amount ΔL1 of the outer tie rod and the adjustment coefficient are: n1×C; The reverse deflection change amounts of each of the calculation points caused by the unit shortening amount ΔL2 of the inner tie rod and the adjustment coefficient are: n2×D; The reverse deflection change amounts of each of the calculation points caused by the unit shortening amount ΔL3 of the rear tie rod and the adjustment coefficient are: n3×E.

7. The horizontal design method of the quay crane girder according to claim 6, wherein The absolute self-weight deflection of the girder is A, and the calculation formula for the total deflection ΔY of each of the calculation points is: ΔY = A + B + n1×C + n2×D + n3×E.

8. The horizontal design method of the quay crane girder according to claim 7, characterized in that The total deflection at the characteristic point 1 is ΔY1, the total deflection at the characteristic point 5 is ΔY5, and the total deflection at the characteristic point 9 is ΔY9; the total deflection at the characteristic point 13 is ΔY13, and the total deflection at the characteristic point 18 is ΔY18.

9. The horizontal design method of the quay crane girder according to claim 8, characterized in that Draw a total deflection broken line based on the total deflections of each of the calculation points, and adjust the adjustment coefficients so that the curve slope of the characteristic points is 0, including: Adjust the adjustment coefficients so that ΔY9, ΔY5, and ΔY1 are the same, and so that ΔY13 and ΔY18 are the same.

10. The horizontal design method of the quay crane girder according to claim 9, characterized in that, Obtain the designed shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod based on the adjustment coefficients and the unit shortening amounts when the connection slope of the total deflections at the characteristic points is 0, including: The designed shortening amount of the outer tie rod is: n1×ΔL1; The designed shortening amount of the inner tie rod is: n2×ΔL2; The designed shortening amount of the rear tie rod is: n3×ΔL3; Adjust the lengths of the connecting plates or eccentric sleeves on the outer tie rod, the inner tie rod, and the rear tie rod based on the designed shortening amounts of the outer tie rod, the inner tie rod, and the rear tie rod.

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