Anchor braking system of port crane

Abstract

The invention relates to an anchor braking system of a port crane. The anchor braking system comprises a controller; the anchoring units are mounted on the sea side and the land side of a lengthened shaft of the crane traveling mechanism main structure; the anchoring unit comprises a thrust executing mechanism capable of executing linear driving and an anchoring shoe connected to the output end of the thrust executing mechanism. The controller is configured to control the at least two thrust executing mechanisms to drive the anchoring shoes to abut against the bottom face of the wharf in response to the fact that the wind speed continuously exceeds a first threshold value, set corresponding output pressure for the thrust executing mechanisms according to the real-time wind speed and dynamically adjust output of the thrust executing mechanisms in response to the fact that slippage of the port crane is detected. Therefore, the port crane can be stably decelerated and braked. According to the invention, the problems of theoretical upper limit of braking capacity and sliding failure due to the dependence on wheel-rail friction are solved, and a larger external space and an additional independent mounting base are not needed.

Description

Technical Field

[0001] This invention relates to the field of port heavy machinery safety protection and intelligent equipment technology, and in particular to a port crane anchor control system. Background Technology

[0002] Against the backdrop of the continued development of the global shipping industry and the frequent occurrence of extreme weather events, large port cranes, especially quay container cranes, face severe wind safety challenges due to their large size, wide windward area, and high center of gravity. If they slip uncontrollably under strong winds, they can easily cause catastrophic accidents such as collisions and overturning, resulting in huge losses of life and property and disruption of port operations.

[0003] Currently, the wind protection safety of port cranes mainly relies on a tiered safety system composed of various devices. However, this system has a fundamental, system-level flaw in its principle. Existing mainstream braking devices, such as traveling mechanism brakes, wheel clamps, rail clamps, rail top clamps, and various iron wedges, all rely directly or indirectly on the friction between the crane wheels and the top surface of the rails to generate braking force. Due to the limited width of the rail top surface, it is essentially a narrow surface or line contact, and the maximum static friction force it can provide is determined by the static friction coefficient between the crane's own weight and the wheel-rail system, thus having a clear theoretical upper limit. More importantly, this principle framework has a fatal safety blind spot: once the ambient wind force exceeds the aforementioned friction limit, causing the wheels to change from a stationary rolling state to a sliding state, the braking efficiency of all braking devices relying on wheel-rail friction will drastically decrease or even completely fail. This is because the sliding friction coefficient is significantly lower than the static friction coefficient, and these traditional devices do not have the ability to continuously apply and effectively adjust braking force when the equipment has already moved. At this time, the crane will continue to slide due to its huge inertia, and the existing wind-resistant braking system is powerless to stop it.

[0004] Furthermore, at the structural design level, there are several support schemes designed to enhance crane stability. For example, some schemes propose symmetrical "figure-eight" support structures on both sides of the crane. However, these structures are typically used primarily for static reinforcement or anti-swaying, and their function is not directly aimed at preventing slippage. More importantly, the bilaterally symmetrical "figure-eight" layout often requires a large amount of external space on both sides of the crane, which may affect equipment passage and cargo turnover in the densely populated port environment. It also usually requires additional independent mounting bases, increasing structural complexity and modification costs. Summary of the Invention

[0005] Based on this, it is necessary to provide a port crane anchor braking system to address the theoretical upper limit of braking capacity and slippage failure of existing port crane braking devices due to their reliance on wheel-rail friction, as well as the problems of the currently used figure-eight support structure requiring a large external space and additional independent mounting base.

[0006] The present invention provides a port crane anchor control braking system, comprising: Controller; At least three anchoring units are installed on the sea side and land side of the extended shaft of the main structure of the crane traveling mechanism, respectively. Each anchoring unit includes a thrust actuator capable of performing linear drive and an anchoring shoe connected to the output end of the thrust actuator. The drive axis of the thrust actuator or the pressing direction of the anchoring shoe of two anchoring units located on the same side forms a non-zero angle with the track direction of the traveling mechanism, and their projection lines on the horizontal plane are opposite to each other. The projection line of the drive axis of the thrust actuator or the pressing direction of the anchoring shoe of the third anchoring unit on the horizontal plane is opposite to the direction of the component of the wind force along the track direction. The controller is configured to: In response to the detection that the wind speed continues to exceed the first threshold, the thrust actuators of at least two sets of anchoring units with projection lines facing opposite directions are controlled to drive their anchoring shoes to press against the bottom surface of the pier, and the corresponding output pressure is set for each thrust actuator in operation according to the real-time wind speed. In response to the detection that the wind speed exceeds a second threshold higher than the first threshold, or when a non-commandable wheel movement is detected, the thrust actuators of all anchoring units are controlled to output maximum thrust, driving all anchoring shoes to press against the dock surface with maximum pressure; In response to the detection of slippage of the port crane, the real-time slippage speed is used as the core control variable, and the output of the thrust actuator is dynamically adjusted according to the preset speed-braking force relationship curve to achieve smooth deceleration and braking of the port crane.

[0007] In one embodiment, two anchoring units in each set of anchoring units are symmetrically distributed and mounted on an extension shaft extending to both sides of the main structure of the crane traveling mechanism. The extension shaft is an extension shaft of the central axis of the lower crossbeam of the crane's leg, or an extension shaft of the main axis of the traveling trolley's balance beam.

[0008] In one embodiment, the thrust actuator employs a hybrid configuration of hydraulic cylinder and electro-hydraulic actuator; wherein the hydraulic cylinder is configured in the anchoring unit installed on the extended shaft of the lower crossbeam of the door leg, and the electro-hydraulic actuator is configured in the anchoring unit installed on the extended shaft of the balance beam of the traveling trolley.

[0009] In one embodiment, a centralized hydraulic pump station is also included to power all the thrust actuators configured with hydraulic cylinders, the centralized hydraulic pump station employing a dual-pump design.

[0010] In one embodiment, the bottom of the anchoring boot is provided with a friction pad, and the surface of the friction pad is regularly arranged with a controllable inverted wedge-shaped tooth array.

[0011] In one embodiment, the thrust actuator is a self-locking hydraulic cylinder with a power-off self-locking function.

[0012] In one embodiment, the controller is signal-connected to an anemometer for detecting ambient wind speed, a traveling encoder for detecting non-command wheel movement of the crane, and a high-frequency positioning terminal for detecting the absolute displacement and speed of the crane. The controller controls the action of the thrust actuator based on signals received from any one or more of the anemometer, the traveling encoder, and the high-frequency positioning terminal.

[0013] In one embodiment, the controller is specifically configured to perform multi-level control, including: Level 1 warning and pre-tensioning mode: When the wind speed detected by the wind speed and direction instrument continuously exceeds the first threshold, the thrust actuators of at least two sets of anchoring units with projection lines pointing in opposite directions drive their anchoring shoes to press against the dock ground with the first pressure and wait for deployment. Level 2 Emergency Full-Domain Anchoring Mode: When the wind speed exceeds the second threshold, or when the walking encoder detects non-command wheel movement, the thrust actuators of all anchoring units are controlled to output maximum thrust. Three-level dynamic tracking and braking mode: When the high-frequency positioning terminal detects that the port crane is slipping, it uses the real-time slipping speed as the core control variable to dynamically adjust the output of all thrust actuators.

[0014] In one embodiment, each of the thrust actuators is further provided with an anchoring force sensor and a displacement sensor; in the secondary emergency full-domain anchoring mode and the tertiary dynamic pursuit and braking mode, the controller performs adaptive PID adjustment on each thrust actuator based on the feedback from each anchoring force sensor and displacement sensor, so as to ensure that each anchoring point is subjected to uniform force and maintains the preset anchoring force or braking force.

[0015] In one embodiment, a human-machine interface is also included, which is connected to the controller and is used to centrally and graphically display the system status and support switching between automatic and manual modes. In manual mode, all anchoring units can be started with one click or any anchoring unit can be controlled individually.

[0016] The aforementioned port crane anchor braking system, by directly installing at least three anchoring units onto the extended shaft of the crane's traveling mechanism main structure, allows the anchoring shoes to directly press against the vast wharf ground under the controller's command to provide braking force. This bypasses the reliance of traditional braking devices on wheel-rail friction, eliminates the safety blind spot caused by the limited static friction coefficient of wheel-rail and the sharp drop in braking efficiency after slippage, and thus solves the problem of the theoretical upper limit of braking capacity and slippage failure in the existing system at its source. Based on this, the system adopts an innovative compact layout: each anchoring unit is set perpendicular to the extension axis and close to the traveling mechanism, effectively avoiding the occupation of additional working space; the anchoring units on both the sea side and the land side form a double-sided "figure-eight" constraint layout by making the drive axis of its thrust actuator form a non-zero angle with the track direction and the projection lines face opposite directions. This layout is mainly designed to effectively resist the sliding force along the track direction. At the same time, since the existing traveling mechanism extension axis is directly used as the installation base, there is no need to set up an independent installation base or a complex unfolding mechanism, which reduces the structural complexity and modification cost. Moreover, the anchoring unit can be rotated along the extension axis to open and retract, ensuring zero interference to the normal operation of the crane when not in operation. The controller configuration further optimizes the system's response performance and energy efficiency. Based on wind speed threshold-based hierarchical control, when the wind speed continuously exceeds the first threshold, it first activates two sets of anchoring units with opposite projection lines and adjusts their output pressure according to the real-time wind speed, achieving energy-saving operation while meeting the anchoring requirements of normal high winds. When the wind speed exceeds a higher second threshold or when non-command wheel movement is detected, it controls all units to work at maximum thrust to ensure absolute safety under extreme wind conditions. Crucially, when crane slippage is detected, the controller can dynamically adjust the thrust output based on the real-time slippage speed as the core variable and a preset relationship curve. This allows the system to provide continuous, controllable, and adjustable braking force even after the crane has entered a dangerous slippage state, achieving a leap from static anchoring to dynamic stop braking capability and filling the safety gap of traditional devices that fail to brake in slippage states. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the installation structure of the anchoring unit of a port crane anchoring braking system according to one embodiment; Figure 2 for Figure 1 Another angle schematic diagram of the installation structure of the anchoring unit of the anchoring system of the China Port crane.

[0019] Figure label: 110. Anchoring unit; 112. Thrust actuator; 114. Anchoring shoe; 50. Traveling mechanism; 52. Extended shaft; 522. Central shaft extension shaft; 524. Main shaft extension shaft. Detailed Implementation

[0020] 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. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] It should be noted that when a component is referred to as being "fixed to" or "set on" another component, it can be directly on the other component or there may be an intermediate component. When a component is considered to be "connected to" another component, it can be directly connected to the other component or there may be an intermediate component present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this specification are for illustrative purposes only and do not represent the only possible implementation.

[0022] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0023] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature and the second feature are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0024] Unless otherwise defined, all technical and scientific terms used in this specification have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used in this specification includes any and all combinations of one or more of the associated listed items.

[0025] The following is combined Figures 1-2 The present invention describes a port crane anchor control system.

[0026] like Figure 1 As shown, in one embodiment, a port crane anchoring braking system includes a controller and at least three anchoring units 110, each anchoring unit 110 being installed on the sea side and land side of the extended shaft 52 of the main structure of the crane traveling mechanism 50. Utilizing the existing extended shaft 52 of the traveling mechanism 50 as the mounting base eliminates the need for a separate mounting base or complex deployment mechanism, reducing structural complexity and modification costs. Furthermore, the anchoring units can be rotated along the extended shaft to open and retract, ensuring zero interference with the normal operation of the crane in non-working states. Each anchoring unit 110 includes a thrust actuator 112 capable of linear drive and an anchoring shoe 114 connected to the output end of the thrust actuator 112. In this arrangement, the drive axes of the thrust actuators 112 of the two anchoring units 110 located on the same side, or the pressing direction of the anchoring shoes, form a non-zero angle with the track direction of the traveling mechanism 50, and their projection lines on the horizontal plane are opposite in direction. The projection line of the drive axis of the thrust actuator 112 of the third anchoring unit, or the pressing direction of the anchoring shoes, on the horizontal plane is opposite in direction to the component of the wind force along the track direction. This arrangement ensures that regardless of the wind direction or the slip direction, an effective braking array consisting of at least four anchoring units can always be formed in the opposite slip direction to provide a stable anti-overturning moment. This enables the system to have immediate and powerful all-area anchoring capability at any position along the track, effectively solving the problem of poor flexibility in traditional fixed anchoring pits.

[0027] The controller is configured to: in response to detecting that the wind speed continuously exceeds a first threshold, control the thrust actuators 112 of at least two anchoring units 110 with projection lines pointing in opposite directions to drive their anchoring shoes 114 to press against the quay floor. The controller also sets corresponding output pressures for each operating thrust actuator based on the real-time wind speed, thereby forming a braking anchoring effect on the port crane through the force between the anchoring shoes 114 and the quay floor. This allows the braking force to act directly on the vast quay floor, bypassing the traditional path relying on wheel-rail friction. This fundamentally increases the upper limit of braking force from a physical perspective. The controller prioritizes activating two anchoring units with opposite projection lines and adjusts their output pressure according to the real-time wind speed, achieving energy-saving operation while meeting the anchoring requirements in normal high winds. In response to detecting that the wind speed exceeds a second threshold higher than the first threshold, or when non-commanded wheel movement is detected, the controller controls the thrust actuators 112 of all anchoring units 110 to output maximum thrust, driving all anchoring shoes 114 to press firmly against the quay floor with maximum pressure, ensuring absolute safety under extreme wind conditions. In response to the detection of slippage of the port crane, the system uses its real-time slippage speed as the core control variable and dynamically adjusts the output of the thrust actuator according to the preset speed-braking force relationship curve to achieve smooth deceleration and braking of the port crane. This allows the system to provide continuous, controllable and adjustable braking force even after the crane has entered a dangerous slippage state. It achieves a leap from static anchoring to dynamic stop braking capability and fills the safety gap of traditional devices that fail to brake in the slippage state.

[0028] Two anchoring units 110 in each set of anchoring units 110 are symmetrically distributed and mounted on extension shafts 52 extending to both sides of the main structure of the crane traveling mechanism 50. The extension shafts 52 are extension shafts 522 of the center axis of the lower crossbeam of the crane's gantry, or extension shafts 524 of the main axis of the traveling trolley's balance beam. The anchoring unit 110 also includes a deployment mechanism, which includes at least one hinged swing arm. One end of the hinged swing arm is hinged to the mounting base, and the other end carries a thrust actuator 112 and is driven by a drive device to rotate the anchoring unit 110 between a retracted position located on the side of the traveling mechanism 50 and a working position in which the anchoring shoe 114 is pressed against the dock ground. This ensures that the anchoring unit 110 does not interfere with the normal travel and operation of the crane when not in operation, and can be quickly and reliably deployed when needed, thereby reducing the system's full braking response time to the second level and improving the timeliness of emergency response. The thrust actuator 112 employs a hybrid configuration of hydraulic cylinders and electro-hydraulic actuators. Specifically, the anchoring unit 110, mounted on the extended shaft of the lower crossbeam of the portal leg, is equipped with a hydraulic cylinder, while the anchoring unit 110 mounted on the extended shaft of the balance beam of the traveling trolley is equipped with an electro-hydraulic actuator. This hybrid configuration achieves a balance between ultra-high thrust and layout flexibility and ease of maintenance at the optimal cost-performance ratio. A centralized hydraulic pump station is also included, providing power to all thrust actuators 112 equipped with hydraulic cylinders. The centralized hydraulic pump station employs a dual-pump design. The centralized hydraulic pump station serves as the power source, providing power to all thrust actuators 112 equipped with hydraulic cylinders. The pump station adopts a dual-pump design, with one pump in operation and one on standby. The oil tank is equipped with online monitoring sensors for liquid level, temperature, and contamination level. All exposed electrical and hydraulic interfaces meet the IP67 protection standard. Key structural components and anchor shoe barbs are treated with special anti-corrosion and wear-resistant coatings or materials, enabling the power system to have self-sensing capabilities and high environmental tolerance. This allows for real-time monitoring and early warning of the hydraulic oil status, preventing system failures caused by oil contamination or deterioration. Through high-level protection and special treatment, it effectively resists corrosion from the high salt spray and high humidity environment of the port, ensuring long-term operational reliability and low maintenance requirements under harsh working conditions.

[0029] The bottom of the anchoring shoe 114 is equipped with a friction pad, the surface of which is regularly arranged with a controllable inverted wedge-shaped tooth array. The friction pad 114 is made of modified non-asbestos polymer composite material or metal sintered material, which has a stable high coefficient of friction even in humid environments. The controllable inverted wedge-shaped tooth array is composed of replaceable alloy barbs, and its unique three-dimensional wedge angle design ensures that it can effectively cut into the micro-texture and pores of the pier concrete surface under vertical pressure. This upgrades the interaction between the anchoring shoe 114 and the ground from "surface contact friction" to "micro-mechanical interlocking". Even when the pier ground is wet, worn, or slightly uneven, it can generate an anchoring force far exceeding that of pure friction, significantly improving the anti-slip performance and environmental adaptability per unit contact area.

[0030] The port crane's anchoring braking system also includes an anemometer, a travel encoder, and a high-frequency positioning terminal connected to the controller. The controller controls the thrust actuator 110 based on feedback signals from any one of these three devices, thereby endowing the system with environmental awareness, equipment status awareness, and intelligent decision-making capabilities. The anemometer detects wind speed, the travel encoder detects non-commanded wheel movements, and the high-frequency positioning terminal detects the crane's absolute displacement and speed. The anemometer is installed on the top of the port crane or at another high, unobstructed location, such as the top of the sea-side or land-side portal legs or the upper surface of the main beam, to ensure accurate and undisturbed measurement of ambient wind speed and direction. The travel encoder is directly mounted on the drive shaft or wheel axle of the port crane's travel mechanism 50. As a high-resolution absolute encoder, it directly detects even the smallest non-commanded rotations or movements of the wheels, achieving anti-rollover monitoring. The receiving antenna of the high-frequency positioning terminal is installed in an open location above the main structure of the port crane, such as on the top of the machine room or on a specially set bracket, to ensure stable reception of satellite signals and provide the system with absolute millimeter-level precision displacement and speed signals for the crane. Its main unit can be installed in the electrical room. The controller executes multi-level control logic, including a first-level warning and pre-tensioning mode, a second-level emergency full-area anchoring mode, and a third-level dynamic tracking and braking mode. Specifically, when the wind speed continuously exceeds the first threshold, the system enters the warning and pre-tensioning mode, controlling at least two sets of thrust actuators 112 with projection lines pointing in opposite directions to drive their anchoring shoes 114 to press against the dock surface with a first pressure, ready to engage. When the wind speed exceeds a second threshold higher than the first threshold or the travel encoder detects non-commanded wheel movement, the system enters the emergency full-area anchoring mode, controlling all thrust actuators 112 to output maximum power, driving... Anchoring shoe 114 is fully engaged with the ground. When the high-frequency positioning terminal detects that the crane has slipped, the system enters a dynamic stop-and-go braking mode. Using the crane's real-time slippage speed as the core control variable, the system dynamically adjusts the output pressure of all thrust actuators 112 according to a preset speed-braking force relationship curve. This multi-level control logic achieves intelligent proactive protection throughout the entire process, from risk warning and static anchoring to dynamic stop-and-go. It features a unique dynamic braking capability, enabling smooth and controllable deceleration until a stop for a slipping crane, completely filling the safety gap in traditional wind protection systems where braking fails after equipment movement. The port crane anchoring braking system also includes anchoring force sensors and displacement sensors connected to the controller and installed on each thrust actuator 112. In the secondary emergency full-domain anchoring mode and the tertiary dynamic stop-and-go braking mode, the controller performs adaptive PID adjustment of each thrust actuator based on feedback from the anchoring force sensors and displacement sensors.It achieves precise closed-loop control of the clamping force and stroke of each anchoring point, ensuring uniform force at each point and avoiding local failure due to uneven ground. It can also dynamically maintain the preset anchoring force or braking force based on real-time force feedback, thereby improving the reliability of anchoring and the controllability of the braking process.

[0031] The thrust actuator 112 is a self-locking hydraulic cylinder with a power-off self-locking function to maintain the cylinder pressure and ensure that the braking force is not lost in the event of an accidental power failure, thus enhancing the system's safety redundancy. The port crane's traveling mechanism 50 is also equipped with windproof devices that are electrically and / or mechanically interlocked with the anchoring unit 110, such as wheel clamps, rail clamps, rail jacks, inertia brakes, electric wedges, and manual wedges, forming a dual redundancy safety guarantee of "traditional braking + dynamic anchoring," which improves the overall reliability of the system.

[0032] Furthermore, the port crane's anchoring and braking system includes a human-machine interface comprised of touchscreens in the operator's cab and central control room. This interface provides a centralized graphical display of wind speed, displacement, pressure and status at each anchoring point, system operating mode, and force distribution. The controller supports switching between automatic and manual modes. In automatic mode, it can be linked with the port management system's TOS or weather warning system. In manual mode, operators can start the entire system with a single button or control any individual anchoring unit. The control system's power supply employs dual-redundant power supply and utilizes the crane's existing uninterruptible power supply (UPS). This provides operators with an intuitive and comprehensive means of visually monitoring the system's status, transforming safety management from a black box to a white box. The automatic linkage function enhances the intelligence and collaboration of the overall port operation, while the manual redundancy control ensures emergency operation capabilities in case of automatic system malfunctions. The dual-redundant power supply ensures that the system can reliably execute at least one complete anchoring and pressure-holding action even in extreme power outage conditions, thus forming a multi-layered and comprehensive safety control and protection system.

[0033] The aforementioned port crane anchoring braking system, through its distributed anchoring unit 110, hybrid thrust actuator 112, anchoring shoe 114 with composite drag-increasing structure and specific materials, dual-pump driven centralized hydraulic station with online monitoring and high protection level, multi-level intelligent control logic based on multi-source sensor network, controller integrating human-machine interaction and redundant control functions, and safety redundancy design of key components, collectively achieves a fundamental shift in the source of braking force from the narrow track surface to the vast dock surface; braking efficiency is improved by orders of magnitude, eliminating slippage and loss of control caused by insufficient wheel-rail friction; it achieves real-time anchoring at any position along the track, solving the problem of missing anchoring pits in old docks; and through dynamic tracking and stopping braking mode, it masters active deceleration control when the crane has slipped. The system's capabilities enable the horizontal kinetic energy transferred to the crane by wind load to be converted into heat energy through the friction between the anchor shoe 114 and the ground, and the horizontal component is converted into a vertical component through the thrust actuator 112, which is then converted into controllable energy consumption by the crane's own weight potential energy. The distributed architecture provides the system with high redundancy and high reliability. The intelligent control system realizes the automation of wind-resistant braking, status visualization, and intelligent decision-making. The combination of centralized and local control improves operational safety and flexibility. Real-time self-diagnosis and energy efficiency assessment capabilities based on historical data provide a foundation for predictive maintenance. At the same time, the modular design and minimal modification to the existing structure make the system flexible in deployment and widely applicable to new machine installations and old machine retrofits. Ultimately, it systematically solves the wind safety problem of port cranes when facing sudden and extreme wind loads.

[0034] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0035] The above-described embodiments are merely illustrative of several implementations of the present invention, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of the invention. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these modifications and improvements all fall within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the appended claims.

Claims

1. A harbour crane anchoring brake system, characterized in that, Comprise: a controller; at least three sets of anchoring units, each set of anchoring units being installed on the extended shafts on the sea side and the land side of the main structure of the travelling mechanism of the crane, each of the anchoring units comprising a thrust actuator capable of performing linear driving, and an anchoring shoe connected to the output end of the thrust actuator, wherein the driving axis of the thrust actuator or the pressing direction of the anchoring shoe of two anchoring units on the same side forms a non-zero angle with the track direction of the travelling mechanism, and the projection of the driving axis or the pressing direction of the anchoring shoe on the horizontal plane is oriented in the opposite direction, and the projection of the driving axis of the thrust actuator or the pressing direction of the anchoring shoe of the third anchoring unit on the horizontal plane is oriented in the opposite direction of the force component of the wind along the track direction; the controller is configured to: in response to detecting that the wind speed continuously exceeds a first threshold value, control the thrust actuators of at least two sets of anchoring units whose projection lines are oriented in opposite directions to drive their anchoring shoes to press against the dock surface, and set corresponding output pressures for each thrust actuator in work according to the real-time wind speed; in response to detecting that the wind speed exceeds a second threshold value higher than the first threshold value or detecting non-instructive wheel movement, control the thrust actuators of all anchoring units to output maximum thrust to drive all anchoring shoes to press against the dock surface with maximum pressure; in response to detecting that the port crane is slipping, take the real-time slip speed as the core control variable, dynamically adjust the output of the thrust actuator according to a pre-set speed-braking force relationship curve, to achieve smooth deceleration braking of the port crane.

2. A harbour crane anchoring brake system according to claim 1, characterized in that, The two anchoring units in each set of anchoring units are symmetrically distributed and added to the extended shafts extending to both sides of the main structure of the travelling mechanism of the crane, and the extended shafts are the extended shafts of the center shafts of the lower cross beams of the door legs of the crane, or the extended shafts of the main shafts of the balance beams of the travelling trolley.

3. A harbour crane anchoring brake system according to claim 2, characterized in that, The thrust actuator adopts a hybrid configuration of hydraulic cylinders and electro-hydraulic push rods; wherein the anchoring units installed on the extended shafts of the lower cross beams of the door legs are configured with the hydraulic cylinders, and the anchoring units installed on the extended shafts of the balance beams of the travelling trolley are configured with the electro-hydraulic push rods.

4. A harbour crane anchoring brake system according to claim 3, characterized in that, It further comprises a centralized hydraulic pump station for providing power for all thrust actuators configured with hydraulic cylinders, and the centralized hydraulic pump station adopts a double-pump design.

5. A harbour crane anchoring brake system according to claim 1, characterized in that, The bottom of the anchoring shoe is provided with a friction pad, and the surface of the friction pad is regularly arranged with an array of controllable inverted wedge teeth.

6. A harbour crane anchoring brake system according to claim 1, characterized in that, The thrust actuator is a self-locking cylinder with power-off self-locking function.

7. A harbour crane anchoring brake system according to claim 1, characterized in that, The controller is signal-connected with a wind speed and direction instrument for detecting the environmental wind speed, a travelling encoder for detecting non-instructive wheel movement of the crane, and a high-frequency positioning terminal for detecting the absolute displacement and speed of the crane, and the controller controls the action of the thrust actuator according to the signals received from any one or more of the wind speed and direction instrument, the travelling encoder and the high-frequency positioning terminal.

8. A harbour crane anchoring brake system according to claim 7, characterized in that, The controller is specifically configured to perform multi-level control, including: a first warning and pre-tightening mode: when the wind speed detected by the wind speed and direction instrument continuously exceeds the first threshold value, control the thrust actuators of at least two sets of anchoring units whose projection lines are oriented in opposite directions to drive their anchoring shoes to press against the dock surface with a first pressure to be on standby; Second emergency global anchoring mode: when the wind speed exceeds the second threshold, or the walking encoder detects non-instructional wheel movement, the controller controls the output of the maximum thrust of the thrust actuator of all anchoring units; Third dynamic pursuit stop braking mode: when the high-frequency positioning terminal detects that the port crane is slipping, the real-time slip speed is taken as the core control variable to dynamically adjust the output of all thrust actuators.

9. A harbour crane anchoring brake system according to claim 8, characterized in that, Each thrust actuator is further provided with an anchoring force sensor and a displacement sensor; in the second emergency global anchoring mode and the third dynamic pursuit stop braking mode, the controller performs adaptive PID adjustment on each thrust actuator according to the feedback of each anchoring force sensor and displacement sensor, so as to ensure that each anchoring point is uniformly stressed and maintains a preset anchoring force or braking force.

10. A harbour crane anchoring brake system according to claim 1, characterized in that, Further comprising a human-computer interaction interface connected with the controller, used for centrally and graphically displaying the system state and supporting the switching between the automatic mode and the manual mode; in the manual mode, all anchoring units or any anchoring unit can be started by one key.

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