A cross-walk displacement all-terrain support train container reach stacker
Patent Information
- Application Number
- CN202521455016.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-11
- Publication Date
- 2026-11-03
- Estimated Expiration
- 2035-07-11
AI Technical Summary
Existing technology cannot perform container loading and unloading operations on the thin concrete floors of old railway stations and freight yards without damaging the ground, thus limiting railway container transport operations.
Design an all-terrain supported self-propelled container front-end crane. Adopt all-terrain support components to increase the contact area between the equipment and the ground. Distribute the weight evenly through hydraulic support columns and multi-point adjustment structure to avoid excessive local pressure.
It enables safe loading and unloading of containers on thin concrete floors, protecting the floor from damage, reducing equipment costs, and is suitable for the container loading and unloading needs of old railway stations and freight yards.
Smart Images
Figure CN224930201U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the technical field of container loading and unloading equipment, specifically relating to an all-terrain support front-end lifting and unloading machine for train containers used in railway stations and freight yards, especially for lateral movement and displacement of thin-slab concrete floors in old railway stations and freight yards. Background Technology
[0002] Rail, road, and sea container logistics are currently the most widely used logistics methods. Compared to road and sea transport, rail transport has advantages such as large capacity, relatively high timeliness, and standardization, thus its application is more widespread. China's railway stations not only handle passenger transport but also freight transport, and there are many freight yards across the country capable of freight operations. However, for rail container transport, apart from a few railway distribution centers or large railway stations with large gantry cranes, other railway stations or freight yards typically use reach stackers for loading and unloading containers. However, many railway stations and freight yards are old structures built many years ago, and their construction did not consider the load-bearing capacity of concrete floors for large self-propelled heavy-duty cranes. The concrete floor thickness of old railway stations and freight yards is typically around 200mm, while the load on the front wheels of large self-propelled heavy-duty cranes when transporting fully loaded containers far exceeds the load-bearing capacity of the concrete floor, causing the concrete slabs on the platform to deteriorate quickly. Some railway stations and freight yards have opted to rebuild and lay thicker, reinforced concrete slabs to meet the needs of container freight operations, but this method involves huge investments and has low cost-effectiveness. Some railway stations and freight yards have laid steel plates on concrete floors to enhance load-bearing capacity. However, after actual use, it was found that the steel plates are prone to plastic deformation. Once plastic deformation occurs, they lose their supporting function and are not practical.
[0003] Currently, there is no mechanical equipment on the market that can perform container loading and unloading operations on thin concrete floors of railway platforms without damaging the ground. Therefore, the development of railway container transportation business is restricted in most railway stations and freight yards, which affects the promotion and application of container logistics transportation mode and also limits the increase in railway freight revenue. Utility Model Content
[0004] The purpose of this utility model is to provide a self-propelled container front-end crane that can be supported in all terrains without damaging the concrete floor of the platform.
[0005] To achieve the above objectives, the present invention adopts the following technical solution:
[0006] A lateral-moving, all-terrain-supported front-end crane for train containers includes: a main frame, comprising a bottom frame and main columns extending vertically at the four corners of the bottom frame; the bottom frame includes at least a pair of crossbeams extending in a first direction and a pair of longitudinal beams extending in a second direction; each end of the crossbeams is provided with a traveling device, the traveling device being capable of traveling along the first direction, which is parallel to the railway track, and the second direction being perpendicular to the railway track; and a cantilever beam disposed on the main frame, the cantilever beam extending along the second direction and beyond the main frame. The cantilever beam extends beyond the length of the main frame to cover at least the center of the width of the train car; a spreader is installed on the cantilever beam, which can move up and down under the control of the spreader lifting drive unit; a counterweight is provided on the side of the main frame opposite to the spreader; an all-terrain support is provided on the crossbeam at least on the rail side, the ground contact area of the all-terrain support exceeds 10% of the vertical projection area of the container, the all-terrain support is a set of wheels or tracks, and the all-terrain support travels in a fixed direction along a second direction, so that the self-propelled container front crane can approach or move away from the train car.
[0007] In some embodiments, a hydraulic support column is provided between the walking device and the crossbeam, and / or the walking device is provided with a steering mechanism with a steering angle of 0 to 30 degrees.
[0008] In some embodiments, a hydraulic support column is provided between the all-terrain support and the crossbeam.
[0009] In some embodiments, the main frame is divided into left and right sides by the midpoint of the crossbeam's length. At least two all-terrain supports are provided on the crossbeam on the rail side or platform side. The hydraulic support columns of the all-terrain support on the left side of the main frame on the rail side or platform side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. The hydraulic support columns of the all-terrain support on the right side of the main frame on the rail side or platform side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. Correspondingly, at least one all-terrain support is provided on the crossbeam on the platform side or rail side, and the hydraulic support column of the all-terrain support on the platform side or rail side is controlled by a hydraulic control valve for vertical extension and retraction.
[0010] In some embodiments, a level is provided on the main frame, which is used to collect the levelness information of the main frame in a first direction and a second direction. The hydraulic control valve controls the lifting and lowering of the hydraulic support column according to the levelness information collected by the level, thereby adjusting the levelness of the main frame in the first direction and the second direction.
[0011] In some embodiments, the length of the contact area of the all-terrain support is greater than 6000mm and the width is greater than 2000mm.
[0012] In some embodiments, the pressure exerted by the all-terrain support on the concrete slab does not exceed the compressive strength of the concrete material in the concrete slab; or, the load exerted by the all-terrain support on the concrete slab is less than the bending tensile load that the concrete slab can withstand at its ultimate failure.
[0013] In some embodiments, the all-terrain support is a wheel set, and the bottom of the hydraulic support column is provided with a hinge seat that can be changed to run parallel to the first direction. The mounting bracket of the wheel set is disposed on the hinge seat and can swing around the hinge on the hinge seat.
[0014] In some embodiments, the all-terrain support is a dual-track structure with two tracks connected in parallel.
[0015] In some embodiments, the cantilever beam is connected to the main column on the rail side or platform side via a hinge shaft, and the main frame is equipped with a support cylinder. The piston rod of the support cylinder is connected to the cantilever beam and can control the rotation of the cantilever beam around the hinge shaft.
[0016] In some embodiments, a camera facing the train carriage is provided on the rail side of the main frame.
[0017] As can be seen from the above technical solution, this utility model has at least one all-terrain support component installed under the crossbeam on the side closest to the rails. The ground contact area of the all-terrain support component exceeds 10% of the vertical projection area of the container. This allows the crane to be supported by a support component with a ground contact area several times larger than that of the wheels of existing container straddle carriers or container front cranes. By increasing the ground contact area (the area in contact with the ground), the pressure exerted by the support on the ground is less than the destructive pressure on the ground, thus protecting the ground intact. It eliminates the need for other expensive container handling equipment, such as large gantry railway container cranes, and also eliminates the need for costly ground construction projects to accommodate container front cranes. This meets the requirement of not damaging the approximately 20cm thick thin-slab concrete slab structure of old railway stations during container loading and unloading. This utility model's all-terrain supported self-propelled container front crane has a simple structure and low cost, making it very suitable for old railway stations and freight yards to carry out container loading and unloading operations. It can play a positive role in popularizing and promoting railway container logistics. Attached Figure Description
[0018] To more clearly illustrate the embodiments of this utility model, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0019] Figure 1 This is a schematic diagram of the structure of the self-propelled container front-end crane of Embodiment 1 of this utility model;
[0020] Figure 2 This is a schematic diagram of the structure of the self-propelled container front-end crane, Embodiment 2 of this utility model;
[0021] Figure 3 This is a structural schematic diagram of the self-propelled container front-end crane, which is an embodiment of this utility model.
[0022] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings. Detailed Implementation
[0023] The present invention will now be described in detail with reference to the accompanying drawings. In the detailed description of the embodiments of the present invention, for ease of explanation, the drawings illustrating the device structure will be partially enlarged without adhering to the general scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. It should be noted that the drawings are in a simplified form and use non-precise scales, solely for the purpose of conveniently and clearly illustrating the embodiments of the present invention. Additionally, in the description of this application, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Terms such as "positive," "negative," "bottom," "upper," and "lower" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention.
[0024] To address the problem of container loading and unloading machines easily damaging thin concrete slabs, this invention proposes an all-terrain support component. This component reduces the overall pressure of the equipment (including the load) on the ground, preventing damage to the concrete floor slabs. This all-terrain concept differs from that of conventional vehicles designed to address slippage, sinking, and tilting in various terrains and roads. It also differs from the adjustable-height supports used in conventional construction equipment / facilities to achieve the required installation or position dimensions, and from the outriggers used in conventional lifting equipment to ensure operational stability. None of these all-terrain concepts can solve the problem of easily damaging the thin concrete floor during container loading and unloading operations at railway stations.
[0025] The function of this all-terrain support component is to increase the contact area between the equipment and the ground by several times (the contact area of the all-terrain support component exceeds 10% of the vertical projection area of the container), thereby distributing the weight of the entire equipment (including the equipment and containers and other hoisting objects) to the entire ground, avoiding excessive local stress on the ground, and ensuring that each all-terrain support component is in contact with the ground and that the ground is subjected to uniform force. The all-terrain support components of this invention have the following characteristics: 1) Strong adaptability, capable of handling complex shapes and structures of the ground (especially old railway station platforms); whether it is a normal, undamaged ground, a broken ground, a flat ground, an uneven ground, a concrete ground, or a soil ground lacking concrete, it can all be adapted by several all-terrain support components, so that the pressure on the ground is uniform and the pressure on the ground is greatly reduced; 2) Good stability, adopting a multi-point adjustable weight distribution structure, so that the equipment is stable on the ground, with a large load-bearing capacity, improving the overall stability of the equipment; 3) Reduced pressure on the ground, through all-terrain support components with a much larger (redundant) contact area between the equipment and the ground, the pressure of the equipment on the ground under conventional support conditions is increased, avoiding excessive local pressure on the ground that could lead to ground damage, thereby extending the service life of the concrete slabs; 4) Strong mobility, can be moved with the equipment, and is easy to move to the required location.
[0026] Example 1
[0027] like Figure 1As shown, the self-propelled container front-end crane of this embodiment includes a main frame 1, a cantilever beam 2, a counterweight 3, a spreader 4, a spreader lifting drive unit 5, and an all-terrain support component 6. The main frame 1 in this embodiment is a self-propelled frame. The main frame 1 includes a bottom frame 1-1 and main columns 1-2, with main columns 1-2 arranged vertically at least at the four corners of the bottom frame 1-1. In this embodiment, the main columns 1-2 and the bottom frame 1-1 are fixedly connected by flanges 7. For ease of description, the direction parallel to the rails is defined as the front-back direction, which is the first direction (lateral), and the direction perpendicular to the rails is defined as the left-right direction, which is the second direction. That is, the crane moves parallel to the rails along the first direction, and moves closer to or further away from the train car along the second direction. When the traveling wheels 1-3 travel along the first direction, the entire crane can always face the train car without turning.
[0028] In this embodiment, the bottom frame 1-1 includes at least a pair of crossbeams 1-1a extending in a first direction and a pair of longitudinal beams 1-1b extending in a second direction. At least one set of traveling wheels 1-3 are provided at both ends of each crossbeam 1-1a, enabling the crane to move between different locations. The traveling wheels 1-3 can be electrically driven. The traveling wheels 1-3 serve as the crane's traveling mechanism, and are equipped with a steering mechanism with a turning angle of 0 to 30 degrees. For example, the traveling wheels 1-3 can be steered by a steering cylinder (not shown). Optionally, in this embodiment, a hydraulic support column 1-6 is provided between the traveling wheels 1-3 and the crossbeams, allowing for lifting and lowering control. In this embodiment, the crossbeams 1-3 extend beyond the projection area of the main column 1-2 on the ground in the first direction, and the traveling wheels 1-3 located at both ends of the crossbeams 1-3 are situated outside the main column 1-2. The fact that the traveling wheels 1-3 are located outside the main column 1-2 in the first direction provides more installation space for the all-terrain support 6.
[0029] A cantilever beam 2 is installed at the top of the main columns 1-2, extending along a second direction. The cantilever beam 2 extends beyond the length of the main frame 1, covering at least half the width of the train car 200. A spreader 4 is installed on the cantilever beam 2. The spreader 4 can move up and down under the control of the spreader lifting drive unit 5, thereby lifting or lowering containers. In this embodiment, the spreader 4 uses a chuck. The spreader lifting drive unit 5 in this embodiment uses a winch, which is installed on the side of the cantilever beam 2 closest to the rails. The winch's wire rope 5a is connected to the spreader 4; by winding or unwinding the wire rope 5a, the raising or lowering of the spreader 4 is controlled.
[0030] A counterweight 3 is provided on the side of the main frame 1 opposite to the lifting device 4 (platform side). In this embodiment, a counterweight bracket 3-1 is provided on the main frame 1, and the counterweight 3 is placed on the counterweight bracket 3-1. In this embodiment, a connecting beam 1-4 is provided between two adjacent main columns 1-2 in the first direction. The two adjacent main columns 1-2 in the first direction are connected by the connecting beam 1-4 to form a portal frame structure.
[0031] An all-terrain support 6 is installed below the crossbeam 1-1a. In this embodiment, the all-terrain support 6 is a track, which allows the main frame 1 to move in at least the second direction, and the all-terrain support 6 travels in a fixed direction along the second direction. Furthermore, the track in this embodiment is a double-track structure with two tracks connected in parallel. The all-terrain support 6 is located between the wheels 1-3 at both ends of the crossbeam 1-1a. The all-terrain support 6 and the crossbeam are connected by a hydraulic support column 1-6. In this embodiment, the wheels 1-3 are located outside the main column 1-2, which provides more installation space for the all-terrain support 6. By increasing the contact area between the all-terrain support and the ground, the pressure is reduced, avoiding damage to the ground. The number of all-terrain support 6 can be set according to needs. The more all-terrain support 6 there are, the larger the contact area between the main frame 1 and the ground, the lower the pressure, and the less likely it is to damage the ground.
[0032] In this embodiment, the number of all-terrain support members 6 on the rail-side crossbeam 1-1a is greater than the number on the platform-side crossbeam 1-1a. When the crane lifts the container, it lifts the container 100 from the train car 200 located on the rails. The weight is mainly concentrated on the rail side. Therefore, during the lifting process, the pressure of the crane on the rail side against the ground is greater than that on the platform side, and the bottom surface of the rail side is more prone to damage. To avoid pressure damage to the ground during lifting and to control costs, more all-terrain support members 6 can be installed on the rail-side crossbeam, and fewer can be installed on the platform-side crossbeam. When the all-terrain support members 6 are tracked, especially with wide tracks, in some cases, all-terrain support members may not be installed on the platform-side crossbeam 1-1a, and only the tracked track can be installed on the rail-side crossbeam 1-1a as an all-terrain support member. However, all-terrain support members must at least be installed on the rail-side crossbeam. By adjusting the hydraulic support columns, the overall weight of the equipment is distributed as evenly as possible to the concrete surface in contact with the all-terrain support components. Furthermore, by increasing the contact area of the all-terrain support components by several times, the area required to withstand the ultimate pressure when the concrete surface fails is far greater than that required to prevent excessive local stress on the ground. In fact, the stress is several times less than the pressure exerted on the ground by the equipment under conventional support conditions, thus ensuring that the concrete slabs of the railway station platform meet or extend their designed service life.
[0033] After the spreader 4 lifts container 100, the traveling wheels 1-3 can be raised, allowing the crane to move primarily in the second direction using the all-terrain support 6, such as controlling the crane away from the train carriage 200. When unloaded, the crane can move mainly using the traveling wheels 1-3. However, during lifting operations, the traveling wheels 1-3 can also work in conjunction with the all-terrain support 6 to move the crane in the second direction; this is not restricted here.
[0034] In some embodiments, a camera (not shown) is installed on the side of the main frame 1 near the rail, with the camera facing the carriage, so that the operator can observe the situation on the side of the carriage.
[0035] To better distribute the ground pressure of the all-terrain support components and ensure a uniform distribution of the ground weight of the all-terrain support components of the hoist, all-terrain support components are installed on the crossbeams on both the rail side and the platform side. The all-terrain support components on both the rail side and the platform side adopt a three-point balance adjustment structure, and the left and right sides of the main frame are divided by the midpoint of the crossbeam length.
[0036] The hydraulic support columns 1-6 of the all-terrain support component 6 located on the left side of the main frame on the rail side are connected in parallel and their extension and retraction are controlled by the same hydraulic control valve. The hydraulic support columns 1-6 of the all-terrain support component 6 located on the right side of the main frame on the rail side are connected in parallel and their extension and retraction are controlled by the same hydraulic control valve. All the hydraulic support columns 1-6 of the all-terrain support component 6 on the platform side are connected in parallel and their extension and retraction are controlled by a hydraulic control valve.
[0037] Alternatively, the hydraulic support columns 1-6 of the all-terrain support component 6 located on the left side of the main frame on the platform side are connected in parallel and their extension and retraction are controlled by the same hydraulic control valve; the hydraulic support columns 1-6 of the all-terrain support component 6 located on the right side of the main frame on the rail side are connected in parallel and their extension and retraction are controlled by the same hydraulic control valve; all the hydraulic support columns 1-6 of the all-terrain support component 6 on the rail side are connected in parallel and their extension and retraction are controlled by a single hydraulic control valve.
[0038] The hydraulic support columns of the all-terrain support components on the left side of the platform or rail side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. Similarly, the hydraulic support columns of the all-terrain support components on the right side of the platform or rail side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. Correspondingly, the hydraulic support columns of the all-terrain support components on the rail or platform side are connected in parallel (when there are more than two all-terrain support components) and their vertical extension and retraction are controlled by the same hydraulic control valve, forming either a three-point support configuration where the vertical extension and retraction of the hydraulic support columns is controlled by hydraulic control at two points on the left and right sides of the rail side and at one point on the platform side; or a three-point support configuration where the vertical extension and retraction of the hydraulic support columns is controlled by hydraulic control at two points on the left and right sides of the platform side and at one point on the rail side. This three-point balancing structure, with three control valves uniformly adjusting the three sets of parallel hydraulic support columns, ensures that the hydraulic principle guarantees uniform force on each hydraulic support column, resulting in uniform pressure transmitted to the ground and forming a stable triangular support.
[0039] Furthermore, a level (not shown) is installed on the main frame 1 to collect level information of the main frame in the first and second directions. Three hydraulic control valves control the raising and lowering of the hydraulic support columns according to the level information collected by the level, adjusting the level of the main frame in the first and second directions to ensure that the hydraulic support columns are subjected to uniform force and that the pressure transmitted to the ground by each all-terrain support component is uniform.
[0040] The three-point automatic adjustment hydraulic support column balance structure can automatically adjust the force on the support components according to the weight of the equipment and the container, so that the support components on the side of the equipment closer to the rail and the support components on the side closer to the platform are automatically and evenly stressed, improving the overall stability of the equipment. The multi-point adjustment weight distribution mode makes the equipment stable on the ground and increases the load-bearing capacity of the equipment.
[0041] Example 2
[0042] Based on Example 1, this embodiment connects the hydraulic support columns 1-6 of the all-terrain support member 6 located on the left side of the main frame on the rail side and the hydraulic support columns 1-6 of the traveling wheels 1-3 located on the left side of the main frame on the rail side in parallel, and controls their extension and retraction through the same hydraulic control valve. Similarly, the hydraulic support columns 1-6 of the all-terrain support member 6 located on the right side of the main frame on the rail side and the hydraulic support columns 1-6 of the traveling wheels 1-3 located on the right side of the main frame on the rail side are connected in parallel and controlled for extension and retraction through the same hydraulic control valve. All the hydraulic support columns 1-6 of the all-terrain support member 6 and the hydraulic support columns 1-6 of the traveling wheels 1-3 on the platform side are connected in parallel and controlled for extension and retraction through a single hydraulic control valve.
[0043] Alternatively, the hydraulic support columns 1-6 of the all-terrain support member 6 located on the left side of the main frame on the platform side and the hydraulic support columns 1-6 of the traveling wheels 1-3 located on the left side of the main frame on the platform side can be connected in parallel and their extension and retraction controlled by the same hydraulic control valve. The hydraulic support columns 1-6 of the all-terrain support member 6 located on the right side of the main frame on the platform side and the hydraulic support columns 1-6 of the traveling wheels 1-3 located on the right side of the main frame on the platform side can be connected in parallel and their extension and retraction controlled by the same hydraulic control valve. All the hydraulic support columns 1-6 of the all-terrain support member 6 on the rail side and the hydraulic support columns 1-6 of the traveling wheels 1-3 on the rail side can be connected in parallel and their extension and retraction controlled by a single hydraulic control valve.
[0044] Example 3
[0045] like Figure 2 As shown, the difference between this embodiment and Embodiment 1 is that in this embodiment, the traveling wheels used as the traveling device are replaced by traveling tracks 1-3'. The traveling tracks 1-3' can be parallel tracks, which can be formed by two independently driven tracks connected in parallel. The two parallel tracks can rotate in opposite directions to achieve steering. In this embodiment, the traveling tracks 1-3' on the platform side are located below the main column 1-2, and the traveling tracks 1-3' on the rail side are located outside the main column 1-2. Optionally, in this embodiment, a steering wheel 1-5 is also provided below the main column 1-2 on the rail side.
[0046] The difference between this embodiment and Embodiment 1 lies in that the cantilever beam 2 is connected to the main column 1-2 on the rail side or platform side via a hinge shaft 8. In this embodiment, the cantilever beam 2 is connected to the main column 1-2 on the platform side via a hinge shaft 8. A support cylinder 9 is provided on the rail side of the main frame 1, and the piston rod of the support cylinder 9 is connected to the cantilever beam 2. The cantilever beam 2 is connected to the main column 1-2 via the hinge shaft 8, making the cantilever beam 2 equivalent to a lever mechanism. When the support cylinder 9 is activated, it can control the rotation of the cantilever beam 2 around the hinge shaft 8, controlling the rise or fall of the end of the cantilever beam 2 where the lifting device 4 is located. In other embodiments, the cantilever beam can also be connected to the main column on the platform side via a hinge shaft, and the support cylinder can be located on the platform side of the main frame.
[0047] Example 4
[0048] like Figure 3 As shown, the difference between this embodiment and Embodiment 1 is that the all-terrain support 6 in this embodiment is a wheel set. At least one wheel set is provided below the crossbeam 1-1a as the all-terrain support 6. One wheel set includes several traveling wheels mounted on the same drive shaft, which can drive the hoist to move in the second direction. The all-terrain support column 6 and the crossbeam 1-3 are connected by a hydraulic support column 1-6. A hinge seat 1-7 is provided at the bottom of the hydraulic support column 1-6. The mounting frame of the wheel set is mounted on the hinge seat 1-7 and can swing around the hinge axis on the hinge seat 1-7. The hinge axis on the hinge seat 1-7 is parallel to the first direction.
[0049] The difference between this embodiment and Embodiment 1 is that the spreader 4 in this embodiment takes the form of a hook, and the lifting drive unit 5 of the spreader is a hydraulic cylinder, which drives the lifting of the spreader. In this embodiment, the hydraulic cylinder is mounted on the cantilever beam 2, and the hook is mounted on the piston rod of the hydraulic cylinder. By extending and retracting the piston rod of the hydraulic cylinder, the container suspended on the hook by the lifting rope 12 is lifted or lowered.
[0050] In this embodiment, diagonal bracing 10 is provided between adjacent main columns 1-2 in the second direction to enhance the stability of the main frame 1 structure. The two ends of the cantilever beam 2 are reinforced and fixed by steel wire ropes 11. The counterweight bracket 3-1 and the main frame 1 are also reinforced and fixed by steel wire ropes 11.
[0051] The following describes the container loading and unloading operation process of the container crane in the aforementioned embodiment. The container crane can be used on the thin concrete floor of old railway stations and freight yards for side loading and unloading of train containers. The operation process is as follows:
[0052] After the crane moves to the working position via the traveling device, it is supported at least by all-terrain supports on the rail side of the main frame. During container lifting and unloading, the all-terrain supports remain grounded. The crane moves along a second direction (the traveling direction of the all-terrain supports is fixed, and it moves along the second direction) via the all-terrain supports, or through the cooperation of the all-terrain supports and the traveling device, approaching or moving away from the train car. When the crane approaches the train car, the cantilever beam extends above the train car to lift or lower the container. When the crane moves away from the train car, a transport truck drives under the cantilever beam, and the crane unloads the container onto the transport truck. During container lifting and unloading operations, the traveling device can be grounded, working with the all-terrain supports to move the crane, or it can be suspended in the air, with the all-terrain supports alone enabling movement.
[0053] After the loading and unloading operations are completed, the crane is unloaded and the whole machine is supported and moved by the walking device. During the movement, the all-terrain support components can be lifted off the ground and suspended in the air.
[0054] The concrete floors of railway station and freight yard platforms are typically composed of several concrete slabs. These slabs are non-reinforced, ordinary grade concrete slabs with a thickness between 200mm and 350mm. This invention incorporates an all-terrain support component, located at least below the crossbeam on the train side (rail side) of the main frame. This component distributes the pressure exerted on the ground by the crane and containers during container handling, thus reducing the resulting pressure or load. The all-terrain support component has a contact area with the ground with a length (dimension in the first direction) greater than 6000mm and a width (dimension in the second direction) greater than 2000mm. The pressure exerted by the all-terrain support component on the concrete slab does not exceed the compressive strength of the concrete material; or, the load exerted by the all-terrain support component on the concrete slab is less than the bending tensile load that the concrete slab can withstand at its ultimate failure, preventing plastic deformation or damage to the concrete slabs of railway station platforms and thus avoiding damage to the thin concrete slabs of older railway station platforms.
[0055] This invention utilizes all-terrain supports installed at the main pressure-bearing locations (railside) during cargo handling by a crane. The contact area of these supports is significantly larger than that of conventional outriggers / legs, exceeding 10% of the container's vertical projection area. This redundant design (large redundancy) ensures that the pressure exerted on the all-terrain supports is far less than the ultimate compressive strength required to damage the concrete slab, thus preventing damage. Alternatively, the load generated by the all-terrain supports on a single concrete slab is much, much smaller (smaller redundancy) than that generated by conventional outriggers / legs on a single concrete slab, far less than the ultimate load required to cause the concrete slab to fracture, thus preventing damage.
[0056] This utility model addresses the characteristics of thin concrete slabs on railway station platforms by applying the "all-terrain support concept of redundant tires / tracks" to container loading and unloading machines. It has the advantages of good ground adaptability, practical technology, reasonable and optimized structure, and obvious use effect, and can protect the thin concrete slabs on railway station platforms from being crushed by the loading and unloading machines when lifting containers.
[0057] Structurally, this invention addresses various terrain types, including normal, undamaged ground, broken ground, flat ground, uneven ground, concrete ground, soil ground lacking concrete, and even locally unstable soft, water- or oily ground. The all-terrain support system utilizes multiple tires or tracks, with hydraulic support columns to distribute and balance pressure, ensuring that the pressure transmitted from the equipment at the ground contact point is evenly distributed across the entire surface. This all-terrain support system is highly adaptable and can handle complex ground shapes and structures.
[0058] From the perspective of contact area, the pressure exerted by all-terrain support components on concrete slabs is far less than the compressive strength of the concrete material; or, the load exerted by all-terrain support components on concrete slabs is far less than the bending tensile load that the concrete slabs can withstand at their ultimate failure. When using redundant tires or tracks as all-terrain support components, the number of redundant tires or tracks exceeds several times the number required for normal container cranes. By increasing the contact area of the all-terrain support components, the pressure exerted by the components on the concrete slabs should not exceed the compressive strength of the concrete material; or, the load exerted by the components on the concrete slabs should be less than the bending tensile load that the concrete slabs can withstand at their ultimate failure, thus avoiding damage to thin concrete slabs. Considering practicality and cost-effectiveness, the pressure exerted by the all-terrain support components on the concrete slabs should not exceed 50-70% of the ultimate compressive strength of the concrete material at failure; or, the load exerted by the components on the concrete slabs should be 50-70% of the bending tensile load that the concrete slabs can withstand at their ultimate failure. For concrete slabs laid on the ground, all-terrain supports ensure that the weight is distributed only along the length of the rail track, preventing any single concrete slab from being subjected to excessive weight.
[0059] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A lateral travel and displacement all-terrain support train container front-end crane, characterized in that, include: The main frame includes a bottom frame and main columns extending vertically at the four corners of the bottom frame. The bottom frame includes at least a pair of crossbeams extending in a first direction and a pair of longitudinal beams extending in a second direction. Each end of the crossbeams is provided with a traveling device. The traveling device can travel in the first direction, which is parallel to the rails, and the second direction is perpendicular to the rails. A cantilever beam is provided on the main frame, the cantilever beam extends along a second direction and extends beyond the main frame, and the length of the cantilever beam extending beyond the main frame can at least cover the center of the width of the train car. The lifting device mounted on the cantilever beam can move up and down under the control of the lifting device lifting drive unit. A counterweight is provided on the side of the main frame opposite to the lifting device; At least on the side of the rail, the crossbeam is equipped with an all-terrain support. The ground contact area of the all-terrain support exceeds 10% of the vertical projection area of the container. The all-terrain support is a set of wheels or a track. The all-terrain support travels in a fixed direction along a second direction, allowing the self-propelled container front-end crane to approach or move away from the train car.
2. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: A hydraulic support column is provided between the walking device and the crossbeam, and / or the walking device is provided with a steering mechanism with a steering angle of 0 to 30 degrees.
3. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: A hydraulic support column is provided between the all-terrain support and the crossbeam.
4. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 3, characterized in that: The main frame is divided into left and right sides by the midpoint of the crossbeam's length. At least two all-terrain supports are provided on the crossbeam on the rail side or platform side. The hydraulic support columns of the all-terrain support on the left side of the main frame on the rail side or platform side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. The hydraulic support columns of the all-terrain support on the right side of the main frame on the rail side or platform side are connected in parallel and their vertical extension and retraction are controlled by the same hydraulic control valve. Correspondingly, at least one all-terrain support is provided on the crossbeam on the platform side or rail side, and the hydraulic support column of the all-terrain support on the platform side or rail side is controlled by a hydraulic control valve for vertical extension and retraction.
5. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 4, characterized in that: A level is installed on the main frame. The level is used to collect the levelness information of the main frame in a first direction and a second direction. The hydraulic control valve controls the lifting and lowering of the hydraulic support column according to the levelness information collected by the level, thereby adjusting the levelness of the main frame in the first direction and the second direction.
6. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: The all-terrain support has a ground contact area with a length greater than 6000mm and a width greater than 2000mm.
7. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: The pressure exerted by the all-terrain support on the concrete slab does not exceed the compressive strength of the concrete material in the slab; or, the load exerted by the all-terrain support on the concrete slab is less than the bending tensile load that the concrete slab can withstand at its ultimate failure.
8. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 3, characterized in that: The all-terrain support component is a wheel set. The bottom of the hydraulic support column is provided with a hinge seat with the hinge axis parallel to the first direction. The mounting frame of the wheel set is set on the hinge seat and can swing around the hinge axis on the hinge seat.
9. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: The all-terrain support is a dual-track structure with two tracks connected in parallel.
10. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: The cantilever beam is connected to the main column on the side of the rail or the platform via a hinge shaft. The main frame is equipped with a support cylinder. The piston rod of the support cylinder is connected to the cantilever beam and can control the rotation of the cantilever beam around the hinge shaft.
11. The all-terrain support train container front-end crane with lateral movement and displacement as described in claim 1, characterized in that: A camera facing the train carriage is installed on the rail side of the main frame.