Port grab ship unloader

Abstract

The invention provides a port grab ship unloader, and belongs to the technical field of grab ship unloaders, the port grab ship unloader comprises a rocker arm structure and a cab, the bottom of the rocker arm structure is provided with I-shaped steel extending along the length direction of the rocker arm structure, and a rail clamping structure is connected between the cab and the I-shaped steel; the rail clamping structure comprises a fixing plate fixedly installed on the top of the cab, hanging plates located on the two sides of the I-shaped steel, braking assemblies located on the sides, away from the I-shaped steel, of the hanging plates, and driving assemblies located in the middles of the sides, away from the I-shaped steel, of the hanging plates and used for driving the braking assemblies. Walking wheels located in the I-shaped steel groove are rotationally installed at the two ends of the side wall of the hanging plate. The brake assembly comprises a rack fixedly installed at the bottom of the rocker arm structure and parallel to the I-shaped steel, rotating shafts rotationally installed at the two ends of the side wall of the suspension plate and coaxial with rotating shafts of the two walking wheels, a brake plate, a brake gear, a transmission gear fixedly connected to the rotating shafts of the walking wheels in a sleeving mode and two ratchet wheel mechanisms.

Description

Technical Field

[0001] The invention belongs to the technical field of grab bucket ship unloaders, and in particular relates to a port grab bucket ship unloader. Background Art

[0002] Grab ship unloader is a kind of ship unloading equipment specially used for grabbing materials. It is widely used in ports, shipyards and water buildings. The driver's cab of grab ship unloader is usually suspended on the track under the arm and main beam of the ship unloader, and can move independently along the track. The operator can observe the situation of the grab in the cabin in the driver's cab and ensure the normal operation of the ship unloader. The windproof device of the driver's cab includes a built-in electromagnetic brake, windproof anchor pin, driver's cab stopper, rail clamp, etc. The brake is used for the travel brake of the driver's cab in the working state, and the rail clamp and windproof anchor pin are used to prevent sudden gusts and typhoons.

[0003] A Chinese patent with the authorization publication number CN117303202A discloses a dynamic windproof anchoring device for the driver's cab of a grab ship unloader, comprising a rocker arm, an electro-hydraulic push rod, a first proximity switch, a hinge seat, a second proximity switch and a counterweight; the rocker arms are respectively arranged on the left and right sides of the upper surface of the driver's cab hanger and are symmetrical to each other; the middle part of the rocker arm is connected to the driver's cab hanger through the hinge seat and the outer ends thereof are provided with counterweights; the first proximity switch is vertically arranged between the rocker arms on both sides and is fixedly connected to the driver's cab hanger; the second proximity switches are respectively arranged at positions on the upper surface of the driver's cab hanger corresponding to the inner ends of the two rocker arms; the electro-hydraulic push rods are respectively vertically arranged on the outer sides of the rocker arms on both sides and are fixedly connected to the driver's cab hanger, and their working ends are correspondingly fixedly connected to the outer sides of the rocker arms.

[0004] The existing grab ship unloader's driver's cab will quickly anchor on the spot in windy weather, and when the gust passes and the wind speed drops below the safe value, it will quickly return to the anchor position and automatically anchor, so that the driver can get off the machine safely. However, the use of the on-site anchoring method will cause the driver's cab to swing under the action of strong winds. If there is material inside the grab and there is no material to be released below, the load on one end of the platform arm will increase, causing the swing amplitude of the driver's cab to increase. If the strong wind continues for a long time, the driver's cab will not be able to return to the anchor position in a short time, which further increases the possibility of dangerous accidents. Summary of the invention

[0005] The purpose of the present invention is to provide a port grab ship unloader, aiming to solve the problem that the driver's cab of the grab ship unloader in the prior art adopts a method of rapid on-site anchoring to resist strong winds and cannot be quickly driven back to the anchor position to allow the driver to leave the driver's cab in time.

[0006] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a port grab ship unloader, comprising a steel frame structure, a rocker arm structure located on the top of the steel frame structure and a driver's cab located below the rocker arm structure, an I-beam extending along its length direction is installed at the bottom of the rocker arm structure, and a rail clamping structure is connected between the driver's cab and the I-beam, characterized in that the rail clamping structure comprises a fixed plate fixedly installed on the top of the driver's cab, hanging plates located on both sides of the I-beam, a brake assembly located on the side of the hanging plate away from the I-beam, and a driving assembly located in the middle of the side of the hanging plate away from the I-beam and used to drive the brake assembly, and both ends of the side wall of the hanging plate are rotatably installed with walking wheels located in the I-beam groove.

[0007] The brake assembly includes a rack fixedly installed at the bottom of the rocker arm structure and arranged parallel to the I-beam, a rotating shaft rotatably installed at both ends of the side wall of the suspension plate and coaxial with the rotating shafts of the two walking wheels, a brake plate, a brake gear, a transmission gear fixedly sleeved on the rotating shaft of the walking wheel, and two ratchet mechanisms. The two rotating shafts both rotate through the suspension plate and are respectively connected to the rotating shafts of the walking wheels. The middle part of the brake plate is rotatably sleeved on the outer wall of the rotating shaft. One end of the brake plate is connected to the driving assembly. The brake gear is rotatably installed on the other end of the brake plate and meshingly connected with the transmission gear. The two ratchet mechanisms are respectively installed on the two rotating shafts and the rotation directions of the two ratchet mechanisms are opposite.

[0008] The ratchet mechanism includes a ratchet fixedly mounted on the outer wall of the rotating shaft, a mounting shaft located between the ratchet and the driving assembly and fixedly mounted on the hanging plate, and a pawl rotatably sleeved on the mounting shaft. A transmission shaft transmission-connected to the driving assembly is fixedly mounted on the edge of the pawl on one side away from the hanging plate. A mounting groove is provided inside the pawl, and a torsion spring sleeved on the outer wall of the mounting shaft is installed in the mounting groove. One end of the torsion spring is fixedly connected to the inner wall of the mounting groove, and the other end of the torsion spring is fixedly connected to the outer wall of the mounting shaft.

[0009] The effect is that by setting two ratchet mechanisms in conjunction with the driving assembly, the engagement and disengagement of the ratchet mechanism pawl and the ratchet teeth are controlled so that the driver's cab can only move in a single direction, thereby enabling the device to ensure that the driver's cab can smoothly return to the initial anchor position during strong winds, avoiding the use of on-site anchoring during strong winds, allowing the driver's cab to be driven back to the anchor position in a short time, thereby reducing the possibility of dangerous accidents.

[0010] The driving assembly includes a mounting plate fixedly mounted in the middle of the bottom end of the suspension plate, a screw rod whose axis extends in the vertical direction and is rotatably mounted on the top end of the mounting plate, a threaded sleeve threadedly sleeved on the outer wall of the screw rod, transmission plates located on both sides of the threaded sleeve and parallel to the suspension plate, and a motor located at the bottom of the mounting plate and used to drive the screw rod to rotate. The tops of the two transmission plates are respectively fixedly connected to the top sides of the threaded sleeve, and two V-grooves arranged in the vertical direction are provided on the top of one side of the two transmission plates away from the threaded sleeve. The height of one of the V-grooves on the two transmission plates is the same, and the height of the other V-groove is different. The outer wall of the transmission shaft slides up and down along the side wall of the transmission plate with the V-groove.

[0011] The driving assembly also includes a slider slidably sleeved on the outer wall of the threaded sleeve and a transmission rod located between the transmission plate and the suspension plate. The two sides of the slider are respectively slidably connected to the two transmission plates. An elastic member sleeved on the outer wall of the threaded sleeve is installed between the top of the slider and the connection between the two transmission plates and the threaded sleeve. The transmission rod extends in the left and right directions and is parallel to the suspension plate. The slider is fixedly connected to the middle part of the transmission rod. Both ends of the side walls of the transmission rod close to the transmission plate are provided with transmission grooves extending in the left and right directions. One end of the brake plate is fixedly installed with a sliding shaft slidably sleeved in the transmission groove.

[0012] The effect is that the braking direction of the brake assembly is controlled by the drive assembly so that the driver's cab can be quickly driven back to the initial anchor position.

[0013] There are two I-beams and are arranged parallel to each other, there are two fixed plates and are respectively located under the two I-beams, a connecting plate located between and parallel to the two hanging plates is fixedly installed in the middle of the top end of the fixed plate, a supporting shaft fixedly installed between the two hanging plates and passing through the connecting plate, there are two supporting shafts and are symmetrically located at the left and right ends of the connecting plate, and limiting wheels are rotatably installed in the middle of the top end of the side wall of the connecting plate close to the two hanging plates, and the top end of the limiting wheel conflicts with the bottom of the I-beam.

[0014] A first sensor for determining the position and moving direction of the driver's cab is fixedly installed on the rocker arm structure, and a second sensor for detecting the magnitude of wind force applied to the driver's cab is installed on the driver's cab.

[0015] The effect is that it can detect the position of the driver's cab relative to the initial anchor position, and then determine the direction in which the driver's cab needs to move back to the initial anchor position, so that the brake assembly can be controlled to brake, so that the driver's cab can quickly return to the initial anchor position.

[0016] A discharge structure is installed at one end of the rocker arm structure, a counterweight is installed at the top of the other end of the rocker arm structure, and the length of the end of the rocker arm structure installed with the counterweight is shorter than the end of the rocker arm structure installed with the discharge structure.

[0017] The unloading structure comprises a traveling trolley which slides along the length direction of the rocker arm structure and a grab bucket located below the traveling trolley, and a steel wire rope is connected between the grab bucket and the traveling trolley.

[0018] Compared with the prior art, the present invention has the following beneficial effects: By setting up two ratchet mechanisms in conjunction with the drive assembly and controlling the engagement and disengagement of the ratchet mechanism pawl and ratchet teeth, the driver's cab can only move in a single direction, so that the device can ensure that the driver's cab can smoothly return to the initial anchor position during strong winds, avoiding the use of on-site anchoring during strong winds, allowing the driver's cab to be driven back to the anchor position in a short time, thereby reducing the possibility of dangerous accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings: Figure 1 It is a structural schematic diagram of the grab ship unloader in the present invention; Figure 2 It is a schematic diagram of the installation structure of the driver's cab in the present invention; Figure 3 It is a schematic diagram of the structure of the rail clamping brake device in the present invention; Figure 4 It is a structural schematic diagram of the rail clamping assembly in the present invention; Figure 5 It is a structural schematic diagram of the brake assembly in the present invention; Figure 6 It is a front view schematic diagram of the brake assembly in the present invention; Figure 7 For the present invention Figure 6 A schematic diagram of the enlarged structure at A in the middle; Figure 8 It is a structural schematic diagram of the traveling trolley and the grab bucket in the present invention.

[0020] In the figure: 1. Steel frame structure; 2. Rocker structure; 21. I-beam; 3. Discharging structure; 31. Traveling trolley; 32. Grab bucket; 33. Wire rope; 4. Counterweight; 5. Driver's cab; 6. Rail clamping structure; 61. Fixed plate; 611. Connecting plate; 612. Limiting wheel; 62. Suspension plate; 621. Support shaft; 622. Traveling wheel; 63. Braking assembly; 631. Rack; 632. Rotating shaft; 633. Braking plate; 634. Braking gear ; 635, transmission gear; 636, pawl; 6361, transmission shaft; 6362, mounting groove; 6363, torsion spring; 637, mounting shaft; 638, ratchet; 64, drive assembly; 641, mounting plate; 642, screw; 643, threaded sleeve; 644, transmission plate; 6441, V-groove; 645, slider; 646, transmission rod; 647, elastic member; 648, motor; 6461, transmission slide; 7, suspension structure. DETAILED DESCRIPTION

[0021] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0022] See also Figure 1-Figure 8 The present invention provides the following technical solution: a port grab ship unloader, comprising a steel frame structure 1, a rocker arm structure 2 located on the top of the steel frame structure 1, a unloading structure 3 located at one end of the rocker arm structure 2, a counterweight block 4 located on the top of the other end of the rocker arm structure 2, a driver's cab 5 located below the rocker arm structure 2, a rail clamping structure 6 located in the driver's cab 5, and a suspension cable structure 7 located on the top of the steel frame structure 1 for reinforcing the rocker arm structure 2.

[0023] refer to Figure 1 , Figure 2 and Figure 8 As shown, an I-beam 21 extending along the length direction is installed at the bottom of the rocker arm structure 2. There are two I-beams 21 and they are arranged parallel to each other. Both sides of the I-beams 21 are grooves. A first sensor for determining the position and moving direction of the driver's cab 5 is fixedly installed on the rocker arm structure 2, and a second sensor for detecting the size of the wind force on the driver's cab 5 is installed on the driver's cab 5.

[0024] The unloading structure 3 includes a traveling trolley 31 sliding along the length direction of the rocker arm structure 2 and a grab bucket 32 ​​located below the traveling trolley 31. A steel wire rope 33 is connected between the grab bucket 32 ​​and the traveling trolley 31. One end of the steel wire rope 33 is fixedly mounted on the grab bucket 32, and the other end is wound around a winch mechanism on the traveling trolley 31.

[0025] refer to Figure 2-Figure 7 As shown, the rail clamping structure 6 includes a fixed plate 61 fixedly installed on the top of the driver's cab 5, a suspension plate 62 located on both sides of the I-beam 21 and parallel to each other, a brake assembly 63 located on the side of the suspension plate 62 away from the I-beam 21, and a driving assembly 64 located in the middle of the side of the suspension plate 62 away from the I-beam 21 and used to drive the brake assembly 63.

[0026] refer to Figure 2 and Figure 3 As shown, there are two fixing plates 61, which are respectively located under the two I-beams 21. A connecting plate 611 is fixedly installed in the middle of the top of the fixing plate 61. The connecting plate 611 extends along the length direction of the I-beam 21 and is parallel to the hanging plate 62. The connecting plate 611 is rotatably installed in the middle of the top of the side wall near the two hanging plates 62, and the top of the limiting wheel 612 is in conflict with the bottom of the I-beam 21.

[0027] refer to Figure 3 and Figure 4 As shown, a support shaft 621 is fixedly installed between the two suspension plates 62 and passes through the connecting plate 611. There are two support shafts 621 and they are symmetrically located at the left and right ends of the connecting plate 611. Both ends of the side walls of the suspension plate 62 are rotatably installed with walking wheels 622 located in the groove of the I-beam 21.

[0028] refer to Figure 3-Figure 7 As shown, the brake assembly 6363 includes a rack 631 fixedly mounted on the bottom of the rocker structure 2 and arranged parallel to the I-beam 21, a rotating shaft 632 rotatably mounted on both ends of the side wall of the suspension plate 62 and coaxial with the rotating shafts of the two running wheels 622, a brake plate 633, a brake gear 634, a transmission gear 635 fixedly sleeved on the rotating shaft of the running wheel 622, and two ratchet mechanisms.

[0029] The two rotating shafts 632 both rotate through the suspension plate 62 and are respectively connected to the rotating shafts of the walking wheels 622 .

[0030] The middle portion of the brake plate 633 is rotatably sleeved on the outer wall of the rotating shaft 632 , and one end of the brake plate 633 is connected to the driving assembly 64 .

[0031] The brake gear 634 is rotatably mounted on one end of the brake plate 633 away from the driving assembly 64 and is meshedly connected with the transmission gear 635 .

[0032] refer to Figure 6 and Figure 7As shown, the two ratchet mechanisms are respectively installed on the two rotating shafts 632 and the rotation directions of the two ratchet mechanisms are opposite. The ratchet mechanism includes a ratchet 638 fixedly installed on the outer wall of the rotating shaft 632, a mounting shaft 637 located between the ratchet 638 and the driving assembly 64 and fixedly installed on the suspension plate 62, and a pawl 636 rotatably sleeved on the mounting shaft 637.

[0033] A transmission shaft 6361 that is transmission-connected to the driving assembly 64 is fixedly installed at the edge of the side of the pawl 636 away from the suspension plate 62. A mounting groove 6362 is opened inside the pawl 636. A torsion spring 6363 that is sleeved on the outer wall of the mounting shaft 637 is installed in the mounting groove 6362. One end of the torsion spring 6363 is fixedly connected to the inner wall of the mounting groove 6362, and the other end of the torsion spring 6363 is fixedly connected to the outer wall of the mounting shaft 637.

[0034] refer to Figure 4-Figure 7 As shown, the driving assembly 64 includes a mounting plate 641 fixedly mounted at the middle of the bottom end of the suspension plate 62, a screw rod 642 whose axis extends in the vertical direction and is rotatably mounted on the top end of the mounting plate 641, a threaded sleeve 643 threadedly sleeved on the outer wall of the screw rod 642, a transmission plate 644 located on both sides of the threaded sleeve 643 and parallel to the suspension plate 62, a slider 645 slidably sleeved on the outer wall of the threaded sleeve 643, a transmission rod 646 located between the transmission plate 644 and the suspension plate 62, and a motor 648 located at the bottom of the mounting plate 641 and used to drive the screw rod 642 to rotate.

[0035] refer to Figure 6 and Figure 7 As shown, the tops of the two transmission plates 644 are fixedly connected to the two sides of the top of the threaded sleeve 643 respectively, and two V-grooves 6441 arranged in the vertical direction are provided on the top of the two transmission plates 644 away from the threaded sleeve 643. The height of one of the V-grooves 6441 on the two transmission plates 644 is the same, and the height of the other V-grooves 6441 is different. The outer wall of the transmission shaft 6361 slides up and down along the side wall of the transmission plate 644 with the V-grooves 6441.

[0036] Both sides of the slider 645 are slidably connected to the two transmission plates 644 respectively, and an elastic member 647 sleeved on the outer wall of the threaded sleeve 643 is installed between the top of the slider 645 and the connection between the two transmission plates 644 and the threaded sleeve 643.

[0037] The transmission rod 646 extends in the left-right direction and is parallel to the suspension plate 62. The slider 645 is fixedly connected to the middle part of the transmission rod 646. Both ends of the side walls of the transmission rod 646 close to the transmission plate 644 are provided with transmission grooves 6461 extending in the left-right direction. One end of the brake plate 633 is fixedly installed with a sliding shaft that is slidably sleeved in the transmission groove 6461.

[0038] The output shaft of the motor 648 is drivingly connected to the bottom end of the screw rod 642 .

[0039] The implementation principle of the embodiment of the present invention is: in windy weather, when the second sensor detects that the wind speed exceeds the set value, the first sensor detects the position of the driver's cab 5 and the moving direction of the washing machine relative to the anchor position of the driver's cab 5.

[0040] Start the motor 648 of the drive assembly 64 to drive the screw 642 to rotate. The screw 642 is driven to descend through the threaded connection with the threaded sleeve 643. The threaded sleeve 643 drives the transmission plate 644 to descend. The transmission plate 644 drives the slider 645 to descend through the elastic member 647. At this time, the slider 645 drives the transmission rod 646 to descend. The transmission rod 646 drives the end of the brake plate 633 connected to it to descend. At this time, the other end of the brake plate 633 drives the brake gear 634 to rise, so that the brake gear 634 engages with the rack 631.

[0041] When the anchor is located on the right side of the cab 5 and the rail clamping structure 6 (refer to Figure 3-Figure 7 ), at this time, the transmission plate 644 continues to descend, and since the brake gear 634 has been meshed with the rack 631, the slider 64 cannot descend, so the elastic member 647 is compressed, and when the transmission shaft 6361 on the ratchet mechanism on the right side of the transmission plate 644 slides into the V-shaped groove 6441 on the right side of the transmission plate 644, and the transmission shaft 6361 on the ratchet mechanism on the left side of the transmission plate 644 does not slide into the V-shaped groove 6441 on the right side of the transmission plate 644, the transmission plate 644 is controlled to stop descending. At this time, as the transmission shaft 6361 on the ratchet mechanism on the right side of the transmission plate 644 slides into the V-shaped groove 6441 on the right side of the transmission plate 644 In the V-groove 6441, the transmission shaft 6361 is no longer subject to resistance from the transmission plate 644, and the torsion spring 6363 begins to release its elastic force, so that the pawl 636 rotates about the mounting shaft 637 under the action of the torsion spring 6363, so that the pawl 636 is stuck in the ratchet teeth of the ratchet 638. At this time, the transmission gear 635 on the right side of the transmission plate 644 can only rotate clockwise under the action of the ratchet 638 and the rotating shaft 632, and cannot rotate counterclockwise. Therefore, the driver's cab 5 and the rail clamping structure 6 can only move toward the anchor position, preventing strong wind from blowing the driver's cab 5 away from the anchor position when it moves.

[0042] When the anchor is located on the left side of the cab 5 and the rail clamping structure 6 (refer to Figure 3-Figure 7), control the transmission plate 644 to continue to descend, so that the transmission shaft 6361 on the ratchet mechanism on the right side of the transmission plate 644 slides out of the V-groove 6441 on the right side of the transmission plate 644, and when the transmission shaft 6361 on the ratchet mechanism on the left side of the transmission plate 644 slides into the V-groove 6441 on the right side of the transmission plate 644, control the transmission plate 644 to stop descending. At this time, the transmission gear 635 on the left side of the transmission plate 644 can only rotate counterclockwise under the action of the ratchet 638 and the rotating shaft 632, and cannot rotate clockwise. Therefore, the driver's cab 5 and the rail clamping structure 6 can only move toward the anchor position, preventing strong wind from blowing the driver's cab 5 away from the anchor position when it moves.

[0043] When the wind is strong, the transmission plate 644 is controlled to continue to descend, so that the transmission shafts 6361 on the ratchet mechanisms on the left and right sides of the transmission plate 644 slide into the V-shaped grooves 6441 on the transmission plate 644. At this time, the transmission gear 635 on the left side of the transmission plate 644 can only rotate counterclockwise under the action of the ratchet 638 and the rotating shaft 632, and cannot rotate clockwise. The transmission gear 635 on the right side of the transmission plate 644 can only rotate clockwise under the action of the ratchet 638 and the rotating shaft 632, and cannot rotate counterclockwise. Therefore, the driver's cab 5 and the rail clamping structure 6 are anchored in place at this time. It is impossible to move left or right.

[0044] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may change, modify, replace and vary the above embodiments within the scope of the present invention.

Claims

1. A port grab ship unloader, comprising a steel frame structure (1), a rocker arm structure (2) located on the top of the steel frame structure (1), and a driver's cab (5) located below the rocker arm structure (2), an I-beam (21) extending along the length direction of the rocker arm structure (2) being installed at the bottom of the rocker arm structure (2), a rail clamping structure (6) being connected between the driver's cab (5) and the I-beam (21), characterized in that: The rail clamping structure (6) comprises a fixing plate (61) fixedly mounted on the top of the driver's cab (5), a suspension plate (62) located on both sides of the I-beam (21), a brake assembly (63) located on the side of the suspension plate (62) away from the I-beam (21), and a driving assembly (64) located in the middle of the side of the suspension plate (62) away from the I-beam (21) and used to drive the brake assembly (63), and both ends of the side wall of the suspension plate (62) are rotatably mounted with walking wheels (622) located in the groove of the I-beam (21); The brake assembly (63) comprises a rack (631) fixedly mounted on the bottom of the rocker structure (2) and arranged parallel to the I-beam (21), a rotating shaft (632) rotatably mounted on both ends of the side wall of the suspension plate (62) and respectively coaxial with the rotating shafts of the two running wheels (622), a brake plate (633), a brake gear (634), a transmission gear (635) fixedly sleeved on the rotating shaft of the running wheel (622), and two ratchet mechanisms. The two rotating shafts (632) both rotatably penetrate the suspension plate (62) and are respectively connected to the rotating shafts of the two running wheels (622). The middle part of the brake plate (633) is rotatably sleeved on the outer wall of the rotating shaft (632). One end of the brake plate (633) is connected to the driving assembly (64). The brake gear (634) is rotatably mounted on the other end of the brake plate (633) and meshed with the transmission gear (635). The two ratchet mechanisms are respectively mounted on the two rotating shafts (632) and the rotation directions of the two ratchet mechanisms are opposite.

2. The port grab ship unloader according to claim 1, characterized in that: The ratchet mechanism comprises a ratchet (638) fixedly mounted on the outer wall of a rotating shaft (632), a mounting shaft (637) located between the ratchet (638) and the driving assembly (64) and fixedly mounted on the suspension plate (62), and a ratchet pawl (636) rotatably sleeved on the mounting shaft (637); a transmission shaft (6361) transmission-connected to the driving assembly (64) is fixedly mounted on an edge of the ratchet pawl (636) on one side away from the suspension plate (62); a mounting groove (6362) is provided inside the ratchet pawl (636); a torsion spring (6363) sleeved on the outer wall of the mounting shaft (637) is mounted in the mounting groove (6362); one end of the torsion spring (6363) is fixedly connected to the inner wall of the mounting groove (6362), and the other end of the torsion spring (6363) is fixedly connected to the outer wall of the mounting shaft (637).

3. The port grab ship unloader according to claim 2, characterized in that: The driving assembly (64) comprises a mounting plate (641) fixedly mounted at the middle of the bottom end of the suspension plate (62), a screw rod (642) with an axis extending in a vertical direction and rotatably mounted at the top end of the mounting plate (641), a threaded sleeve (643) threadedly sleeved on the outer wall of the screw rod (642), a transmission plate (644) located on both sides of the threaded sleeve (643) and parallel to the suspension plate (62), and a motor (648) located at the bottom of the mounting plate (641) and used to drive the screw rod (642) to rotate, wherein the two transmission plates The top of the transmission plates (644) is fixedly connected to the top of the threaded sleeve (643) on both sides, and two V-shaped grooves (6441) are arranged in the vertical direction on the top of the two transmission plates (644) away from the threaded sleeve (643). The height of one of the V-shaped grooves (6441) on the two transmission plates (644) is the same, and the height of the other V-shaped groove (6441) is different. The outer wall of the transmission shaft (6361) slides up and down along the side wall of the transmission plate (644) on which the V-shaped grooves (6441) are arranged.

4. The port grab ship unloader according to claim 3, characterized in that: The driving assembly (64) further comprises a slider (645) slidably sleeved on the outer wall of the threaded sleeve (643) and a transmission rod (646) located between the transmission plate (644) and the suspension plate (62). The two sides of the slider (645) are slidably connected to the two transmission plates (644) respectively. An elastic member (647) sleeved on the outer wall of the threaded sleeve (643) is installed between the top of the slider (645) and the connection between the two transmission plates (644) and the threaded sleeve (643). The transmission rod (646) extends in the left-right direction and is parallel to the suspension plate (62). The slider (645) is fixedly connected to the middle part of the transmission rod (646). Both ends of the side wall of the transmission rod (646) close to the transmission plate (644) are provided with a transmission slide groove (6461) extending in the left-right direction. One end of the brake plate (633) is fixedly installed with a sliding shaft slidably sleeved in the transmission slide groove (6461).

5. The port grab ship unloader according to claim 1, characterized in that: There are two I-beams (21) arranged parallel to each other, there are two fixing plates (61) respectively located below the two I-beams (21), a connecting plate (611) located between and parallel to the two hanging plates (62) is fixedly installed in the middle of the top end of the fixing plate (61), a supporting shaft (621) fixedly penetrating the connecting plate (611) is fixedly installed between the two hanging plates (62), there are two supporting shafts (621) symmetrically located at the left and right ends of the connecting plate (611), and a limiting wheel (612) is rotatably installed in the middle of the top end of the side wall of the connecting plate (611) close to the two hanging plates (62), and the top end of the limiting wheel (612) contacts the bottom of the I-beam (21).

6. The port grab ship unloader according to claim 1, characterized in that: A first sensor for determining the position and moving direction of the driver's cab (5) is fixedly mounted on the rocker arm structure (2), and a second sensor for detecting the magnitude of wind force applied to the driver's cab (5) is mounted on the driver's cab (5).

7. The port grab ship unloader according to claim 1, characterized in that: A discharge structure (3) is installed at one end of the rocker arm structure (2), and a counterweight (4) is installed at the top of the other end of the rocker arm structure (2); the length of the end of the rocker arm structure (2) on which the counterweight (4) is installed is shorter than the end on which the discharge structure (3) is installed.

8. The port grab ship unloader according to claim 7, characterized in that: The unloading structure (3) comprises a walking trolley (31) that slides along the length direction of the rocker arm structure (2) and a grab bucket (32) located below the walking trolley (31), and a steel wire rope (33) is connected between the grab bucket (32) and the walking trolley (31).

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