CN214780343U - Shore bridge - Google Patents

Abstract

The utility model discloses a bank bridge, including upper portion girder structure, door frame structure and bottom sprag structure, wherein the door frame structure includes: the top end of the sea side door frame upright post and the upper girder structure are hinged to a sea side upper hinge point, and the bottom end and the bottom support structure are hinged to a sea side lower hinge point; the top end of the landing side door frame upright post and the upper girder structure are hinged to a landing side upper hinge point, and the bottom end of the landing side door frame upright post and the bottom support structure are hinged to a landing side lower hinge point; the two ends of the first diagonal brace are respectively hinged with the sea side door frame upright post and the land side door frame upright post, an included angle formed by the first diagonal brace and a connecting line of lower hinge points of the sea side and the land side along the first direction forms an acute angle, and the first diagonal brace is provided with a first driving device used for adjusting the length of the diagonal brace. The utility model provides a bank bridge can enough adjust the height of bank bridge, also can adjust the reach of bank bridge and back reach.

Description

Shore bridge

Technical Field

The utility model relates to a harbour handling equipment technical field, in particular to bank bridge.

Background

The main structure of the quayside container crane consists of a doorframe column, a crossbeam and an upper structure (the part above the crossbeam comprises an upper crossbeam, a trapezoidal frame, a pull rod and a machine room). The door frame upright post is a fixed frame consisting of steel structures and plays a role in supporting an upper structure; a cart travelling mechanism is arranged below the door frame upright post, so that the whole shore bridge can move along the direction parallel to the coastline. The crossbeam is hung under the upper crossbeam at the top of the door frame upright columns on the sea and land sides, and the trolley can move along the track laid on the crossbeam. The loading and unloading functions of the quayside container ship are realized by the movement of the whole machine along the direction of the cart, the movement of the trolley along the girder and the hoisting and lowering of the container by the hoisting device on the trolley.

The 4 main structural parameters related to the loading and unloading operation of the shore bridge are as follows: (1) the height of the door frame upright post; (2) an extension distance; (3) back stretch distance; (4) sea side door frame column inclination. The height of the door frame upright column determines the operation height of the shore bridge, namely the shipping height. Due to the requirement of the loading height of the wharf, the height of the door frame upright post is usually 40-50 m, and some wharfs heighten the door frame upright post for meeting the higher loading height. The extension distance is determined by the length of the front girder, which is the distance from the sea side rail to the farthest position on the front girder when the trolley works, and determines the width range of the stack on the container ship which can be loaded and unloaded by the shore bridge. The rear reach is the furthest distance from the land side rails that can be reached on the rear girder during operation of the trolley, and is determined by the length of the rear girder, which determines the number of truck collection tracks that can be accommodated under the rear girder during loading and unloading of the ship. Obviously, a large reach-out and reach-back means a greater handling capacity. The sea side door frame upright column inclines towards the land side so as to avoid the containers above the ship body when the container ship shakes along the longitudinal axis of the sea side door frame upright column, so that the sea side door frame upright column is prevented from colliding with the high-rise containers on the ship.

However, once the conventional shore bridge is manufactured, the shipping height, the extension distance, the rear extension distance and the inclination of the sea side door frame upright post are all fixed. In fact, for a given container stack height on a ship, there is an optimum door frame height (or shipping height) for shore bridge loading and unloading operations. Under the height, the lifting appliance has the minimum stroke and the minimum shaking, and the minimum vertical distance between a driver and a box position and the minimum visual distance are optimal, so that the accurate alignment can be realized, and the loading and unloading efficiency of the lower shore bridge at the height is highest. Obviously, the conventional shore bridge cannot achieve the adjustment of the loading height, and thus cannot achieve the maximization of the loading and unloading efficiency.

Chinese patent application No. CN200410089185.4 discloses a lifting girder type container crane, wherein 4 upright posts of the quay crane are provided with guide rails and girder lifting devices, which can realize the lifting of the girder and the superstructure. However, the shore bridge can only adjust the height of the shore bridge, and cannot adjust the extension distance and the rear extension distance. In addition, chinese patent application No. CN201210256074.2 discloses a telescopic truss girder and a manufacturing method thereof, in which a girder of a shore bridge is suspended on a support structure on an upper girder on the sea side and the land side, and the girder is moved in the directions along the sea side and the land side by using a driving mechanism, thereby adjusting the reach and the rear reach. However, the quay crane can only adjust the extension distance and the rear extension distance of the quay crane, and the height of the quay crane cannot be adjusted.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the problem that the shore bridge can not adjust the height and the extension distance and the rear extension distance simultaneously. The utility model provides a bank bridge, this bank bridge can enough adjust the height of bank bridge, can also adjust the reach, the back of bank bridge is stretched apart from.

In order to solve the technical problem, the utility model discloses an embodiment discloses a bank bridge, including upper portion girder structure, door frame structure and bottom sprag structure, wherein the door frame structure includes:

the top end of the sea side door frame upright post and the upper girder structure are hinged to a sea side upper hinge point, and the bottom end and the bottom support structure are hinged to a sea side lower hinge point;

the top end of the landing side door frame upright post and the upper girder structure are hinged to a landing side upper hinge point, and the bottom end of the landing side door frame upright post and the bottom support structure are hinged to a landing side lower hinge point;

the two ends of the first diagonal brace are respectively hinged with the sea side door frame upright post and the land side door frame upright post, an included angle between the first diagonal brace and the first direction forms an acute angle, and the first diagonal brace is provided with a first driving device for adjusting the length of the first diagonal brace.

By adopting the technical scheme, the lifting of the shore bridge girder, the increase and decrease of the extension distance and the rear extension distance can be realized by adjusting the length of the first inclined strut, and the inclination of the sea side door frame upright post can be realized, so that the functions of adjusting the shipping height, adjusting the loading and unloading range and avoiding ships can be realized.

According to another embodiment of the present invention, the rotation range of the sea side door frame upright and/or the land side door frame upright with respect to the vertical direction is 0 to ± 22.5 °.

According to another embodiment of the present invention, the bottom support structure comprises a sea side leg, a land side leg and a bottom connecting beam connecting the sea side leg and the land side leg.

According to another embodiment of the present invention, the sea side door frame pillar comprises a first sea side pillar and a second sea side pillar, wherein the bottom end of the first sea side pillar and the top end of the second sea side pillar are hinged to the sea side middle hinge point, the top end of the first sea side pillar and the upper girder structure are hinged to the sea side upper hinge point, and the bottom end of the second sea side pillar and the bottom support structure are hinged to the sea side lower hinge point;

the land side door frame upright column comprises a first land side upright column and a second land side upright column, the bottom end of the first land side upright column and the top end of the second land side upright column are hinged to a land side middle hinge point, the top end of the first land side upright column and an upper girder structure are hinged to a land side upper hinge point, the bottom end of the second land side upright column and a bottom supporting structure are hinged to a land side lower hinge point, the first land side upright column and the first sea side upright column are equal in length, and the second land side upright column and the second sea side upright column are equal in length;

two ends of the first diagonal brace are respectively hinged with the first sea side upright post and the first land side upright post at a sea side middle hinge point and a land side upper hinge point;

the door frame structure still includes: two ends of the second diagonal brace are respectively hinged to a sea side middle hinge point and a land side lower hinge point, and a second driving device is arranged on the second diagonal brace and used for adjusting the length of the second diagonal brace;

the middle connecting beam is hinged to the sea side middle hinge point and the land side middle hinge point at two ends respectively.

According to another embodiment of the present invention, the length of the first sea side column, the second sea side column, the first land side column and the second land side column are all equal.

According to another embodiment of the invention, the rotation range of the first sea side post and/or the second sea side post and/or the first land side post and/or the second land side post with respect to the vertical direction is 0 to ± 45 °.

According to another embodiment of the present invention, the first diagonal brace and/or the second diagonal brace is a rod or a tube.

According to another embodiment of the invention, the first drive means and/or the second drive means are hydraulic cylinders.

According to another embodiment of the invention, the first drive and/or the second drive is provided with a damper.

According to the utility model discloses a further embodiment, upper portion girder construction includes:

the sea side upper cross beam is hinged with the sea side door frame upright post at a sea side upper hinge point;

the land side upper cross beam and the land side door frame upright post are hinged at a land side upper hinge point;

the crossbeam is arranged below the sea side upper crossbeam and the land side upper crossbeam;

the ladder-shaped frame is arranged on the sea side upper cross beam;

and the pull rod is connected with the trapezoidal frame and the crossbeam.

According to the utility model provides a pair of bank bridge can be through the length of adjusting first diagonal brace and/or second diagonal brace, can realize the lift of bank bridge girder, the increase and decrease of stretching apart from and back to and the slope of sea side door frame stand, and then realize the adjustment of shipment height, loading and unloading scope, dodge the function of ship.

Drawings

Fig. 1 shows a first front view of a quay crane according to a first embodiment of the present invention;

fig. 2 shows a right side view of a quay crane according to a first embodiment of the present invention;

fig. 3 shows a second front view of a quay crane according to a first embodiment of the present invention;

fig. 4 shows a third front view of a quay crane according to a first embodiment of the present invention;

fig. 5 shows a first front view of a quay crane provided in an embodiment of the present invention;

fig. 6 shows a second front view of a quay crane provided in the second embodiment of the present invention;

fig. 7 shows a third front view of a quay crane provided in an embodiment of the present invention;

fig. 8 shows a front view of a quay crane provided in an embodiment of the present invention;

fig. 9 shows a front view of a quay crane provided in an embodiment of the present invention;

fig. 10 shows a right side view of a quay crane provided in the second embodiment of the present invention;

fig. 11 is a partial top view of a girder of a shore bridge provided by the second embodiment of the present invention before being corrected;

fig. 12 is a partial top view of a shore bridge according to a second embodiment of the present invention after adjustment of the skewness of the girder;

fig. 13 is a partial top view of a quay crane according to a second embodiment of the present invention after adjustment of the skewness of the girder.

Detailed Description

The following description is provided for illustrative embodiments of the present invention, and other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure herein. While the invention will be described in conjunction with the preferred embodiments, it is not intended that features of the invention be limited to only those embodiments. On the contrary, the intention of implementing the novel features described in connection with the embodiments is to cover other alternatives or modifications which may be extended based on the claims of the present invention. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be practiced without these particulars. Furthermore, some of the specific details are omitted from the description so as not to obscure or obscure the present invention. It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.

It should be noted that in this specification, like reference numerals and letters refer to like items in the following drawings, and thus, once an item is defined in one drawing, it need not be further defined and explained in subsequent drawings.

In the description of the present embodiment, it should be noted that the terms "upper", "lower", "top", "bottom", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings or orientations or positional relationships that the products of the present invention are usually placed in when used, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

The terms "first," "second," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.

In the description of the present embodiment, it should be further noted that, unless explicitly stated or limited otherwise, the terms "disposed," "connected," and "connected" are to be interpreted broadly, e.g., as a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present embodiment can be understood in specific cases by those of ordinary skill in the art.

In order to make the objects, technical solutions and advantages of the present invention clearer, embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

Example one

Referring to fig. 1 to 4, an embodiment of the present invention provides a shore bridge, which can adjust the height of the shore bridge, and can also adjust the reach and the rear reach of the shore bridge. As shown in fig. 1, the quay crane includes a door frame structure 10, an upper girder structure 20, and a bottom support structure 30, the door frame structure 10 being disposed on the bottom support structure 30, and the upper girder structure 20 being disposed on the door frame structure 10. Wherein the doorframe structure 10 comprises a sea side doorframe column 11, a land side doorframe column 12 and a first diagonal brace 13. Specifically, as shown in fig. 2, the sea side door frame upright 11 and the land side door frame upright 12 are arranged in parallel along a first direction (shown by X in fig. 1 and 2, i.e., the direction in which the rear girder 233 extends) and have the same length, wherein the number of the sea side door frame uprights 11 is two, namely, an a side sea side door frame upright 11A and a B side sea side door frame upright 11B, which are arranged in parallel along a fourth direction (shown by Z in fig. 2, i.e., the width direction of the shore bridge) and have the same length; land side door frame stand 12's quantity is two, is A side land side door frame stand 12A and B side land side door frame stand 12B respectively, and the two sets up and length equals along fourth direction parallel interval. Wherein, the side A is the side pointed by the Z direction, and the side B is the side pointed by the Z direction. Specifically, the distance between the a-side sea-side door frame pillar 11A and the B-side sea-side door frame pillar 11B is equal to the distance between the a-side land-side door frame pillar 12A and the B-side land-side door frame pillar 12B. Further, the top end of the sea side door frame upright post 11 and the upper girder structure 20 are hinged at a sea side upper hinge point a, and the bottom end and the bottom support structure 30 are hinged at a sea side lower hinge point B. The top end of the landing side door frame upright post 12 and the upper girder structure 20 are hinged to a landing side upper hinge point D, and the bottom end and the bottom support structure 30 are hinged to a landing side lower hinge point C. Two ends of the first diagonal brace 13 are respectively hinged to the sea side door frame upright 11 and the land side door frame upright 12, an included angle between the first diagonal brace 13 and the first direction forms an acute angle, and the first diagonal brace 13 is provided with a first driving device 131 for adjusting the length of the first diagonal brace 13.

Specifically, as shown in fig. 3, when the first diagonal brace 13 is shortened, the sea-side door frame upright 11 and the land-side door frame upright 12 rotate clockwise around the sea-side lower hinge point B and the land-side lower hinge point C, respectively, to be inclined in the second direction (the direction opposite to the first direction X, i.e., the direction in which the front girder 231 extends), the upper girder structure 20 moves in the second direction, the extension distance R1 of the shore bridge increases, the rear extension distance R2 decreases, and the height of the shore bridge decreases; as shown in fig. 4, when the first diagonal brace 13 extends, the sea side door frame upright 11 and the land side door frame upright 12 rotate counterclockwise around the sea side lower hinge point B and the land side lower hinge point C, respectively, to tilt in the first direction, the upper girder structure 20 moves in the first direction, the rear extension distance R2 of the quay crane increases, the outer extension distance R1 decreases, and the height of the quay crane increases. More specifically, because sea side door frame stand 11 inclines to first direction, the reach R1 reduces, has formed the dodge space, can realize sea side door frame stand to the dodge of container ship, avoids the container ship along the collision between the container that is located the high-rise and sea side door frame stand that probably takes place when self axis of ordinates rocks. Therefore, the utility model provides a bank bridge can realize the lift of bank bridge height, the increase and decrease of reach and back reach to and the slope of sea side door frame stand, and then realize the adjustment of shipment height, loading and unloading scope, dodge the function of ship.

It should be noted that both ends of the first diagonal brace 13 may be hinged to any point of the sea-side doorframe column 11 and the land-side doorframe column 12, as long as the included angle between the first diagonal brace 13 and the first direction X is an acute angle. For convenience of manufacture and simplicity of construction, it is preferable that both ends of the first diagonal brace 13 are hinged to the sea side lower hinge point B and the land side upper hinge point D.

Further, the upper girder structure 20 includes a sea side upper beam 21 hinged to the sea side upper hinge point a with the sea side door frame pillar 11; a land-side upper beam 22 hinged to a land-side upper hinge point D with the land-side door frame pillar 12; a girder 23 provided below the sea-side upper beam 21 and the land-side upper beam 22; a ladder frame 24 provided on the sea side upper beam 21; and a tie bar 25 having both ends connected to the ladder frame 24 and the girder 23, respectively. Specifically, the longerons 23 are fixedly connected below the sea side upper beam 21 and the land side upper beam 22, and the fixing manner of the longerons is not limited herein, and may be, for example, welding to the upper beams. More specifically, the longerons 23 include front longerons 231 extending in the second direction from the sea side upper beam 21, connecting longerons 232 between the sea side upper beam 21 and the land side upper beam 22, and rear longerons 233 extending in the first direction from the land side upper beam 22. The girder 23 is laid with a rail, the trolley system can move along the rail, and the lifting appliance at the lower part of the trolley can realize the loading and unloading of the container. In order to maintain the balance of the longerons 23 when the reach R1 is increased, the machine room 40 is arranged on the rear longerons 233.

Further, the bottom support structure 30 comprises a sea side leg 31, a land side leg 32 and a bottom connecting beam 33 connecting the sea side leg 31 and the land side leg 32. Specifically, the sea side leg 31 and the sea side door frame upright post 11 are hinged to a sea side lower hinge point B, and the land side leg 32 and the land side door frame upright post 12 are hinged to a land side lower hinge point C. The two ends of the bottom connecting beam 33 are respectively connected with the sea side supporting leg 31 and the land side supporting leg 32, and form a closed frame with the sea side door frame upright post 11, the land side door frame upright post 12 and the connecting girder 232, so as to reinforce the strength of the door frame structure 10.

Specifically, the sea side door frame upright 11, the land side door frame upright 12, the connecting girder 232 and the support structure 30 constitute a four-bar linkage, and the first diagonal brace 13 is arranged along a diagonal of the four-bar linkage and forms an acute angle with the first direction. The first driving device 131 adjusts the length of the first diagonal brace 13, so that the posture of the four-bar linkage is changed, and the posture of the quayside crane can be adjusted. When the first diagonal brace 13 extends and contracts, the landing-side door frame upright 12 is driven to rotate, so that the connecting crossbeam 232 is driven to move along the first direction or the second direction, and the sea-side door frame upright 11 is driven to rotate. In this four-bar linkage, the first diagonal brace 13 can not only change the state of the four-bar linkage, but also function to support the upper girder structure 20. In addition, the first diagonal brace 13 is arranged in a triangular manner with the sea side door frame upright post 11 and the connecting crossbeam 232, and arranged in a triangular manner with the land side door frame upright post 12 and the bottom connecting crossbeam 33, so that the connection strength and stability of the door frame structure of the shore bridge can be enhanced.

Referring to fig. 1, 3 and 4, various postures that can be realized by the quay crane provided by the first embodiment of the present invention will be specifically described.

As shown in fig. 1, it is an initial state diagram of a shore bridge provided in the first embodiment; as shown in fig. 3, a state diagram of the shore bridge extension distance R1 is provided in the first embodiment. When the first diagonal brace 13 is shortened by the first driving device 131, the land-side door frame upright 12 in the four-bar linkage is driven to rotate clockwise about the land-side lower hinge point C to tilt in the second direction, and the connecting girder 232, the sea-side upper beam 21, and the land-side upper beam 22 are driven to move in the second direction, and at the same time, the sea-side door frame upright 11 rotates clockwise about the sea-side lower hinge point B by the same angle and tilts in the second direction, so that the entire upper girder structure 20 moves in the second direction, and thus the reach R1 of the shore bridge increases (the reach increases as shown by Δ R1 in fig. 3), and the height decreases. Since the machine room is located on the rear frame 233, the center of gravity can be stabilized without the risk of overturning after the upper frame structure 20 is moved in the second direction. When the first driving device 131 is operated in the reverse direction, the first diagonal strut 13 is extended and can be returned to the initial state.

As shown in fig. 4, a state diagram of the shore bridge of the first embodiment in which the rear reach R2 is increased is provided. When the first diagonal brace 13 is extended by the first driving device 131, the land-side door frame pillar 12 in the four-bar linkage is driven to rotate counterclockwise around the land-side lower hinge point C to tilt in the first direction, and the connecting girder 232, the sea-side upper beam 21, and the land-side upper beam 22 are driven to move in the first direction, and at the same time, the sea-side door frame pillar 11 rotates counterclockwise around the sea-side lower hinge point B by the same angle to tilt in the first direction, so that the entire upper girder structure 20 moves in the first direction, and thus the rear reach R2 of the shore bridge increases (the rear reach increase is shown as Δ R2 in fig. 4), and the height rises. When the first driving device 131 is operated in the reverse direction, the first diagonal strut 13 can be shortened to return to the initial state.

Further, the rotation range of the sea side door frame upright post 11 and/or the land side door frame upright post 12 relative to the third direction (shown by Y in fig. 1, namely the height direction of the shore bridge) is 0 to ± 22.5 °, and the specific angle needs to be determined after the anti-overturning stability calculation is performed according to the structural parameters of the shore bridge. As shown in fig. 1, when the shore bridge is in an initial state, and the first diagonal brace 13 is shortened by the first driving device 131, the sea side door frame upright 11 and the land side door frame upright 12 rotate clockwise with respect to the third direction around the sea side lower hinge point B and the land side lower hinge point C, respectively, as shown in fig. 3, the upper girder structure 20 of the shore bridge moves in the second direction, and the shore bridge is in a state where the extension distance R1 is increased; the first drive means 131 acts in reverse to extend the first diagonal strut 13 to return to the initial state shown in figure 1. In addition, when the first drive device 131 drives the first diagonal brace 13 to extend from the initial state, the sea side door frame upright 11 and the land side door frame upright 12 rotate counterclockwise about the sea side lower hinge point B and the land side lower hinge point C, respectively, with respect to the third direction, as shown in fig. 4, the upper girder structure 20 of the quay crane moves in the first direction, and the quay crane is in a state where the rear reach R2 is increased; the first drive means 131 acts in reverse to shorten the first diagonal strut 13 to return to the initial state shown in fig. 1. In this embodiment, the maximum rotation angle of the sea side door frame upright 11 and the land side door frame upright 12 is ± 22.5 °, and if the angle exceeds this range, the gravity center of the upper girder structure 20 moves too much in the first direction or the second direction, which may reduce the anti-overturning capability of the shore bridge, and the specific angle needs to be calculated and determined according to the anti-overturning stability.

Further, to facilitate the hinge connection with the door frame pillar, the first diagonal brace 13 may be a rod or a tube, preferably a tube.

Further, as a preferred embodiment of the present invention, the first driving device 131 may be a hydraulic cylinder. When the first driving device 131 is a hydraulic cylinder, the fixed end of the hydraulic cylinder is connected to the first diagonal brace 13, the driving end is hinged to the landing-side door frame upright 12, and the length of the first diagonal brace 13 can be adjusted by extending and retracting the driving end. However, the first driving device 131 of the present invention is not limited to this, and other driving devices may be used as long as the first diagonal brace 13 can be extended and retracted. Further, the first driving device 131 has a lock function capable of locking in any attitude, and therefore, the quay crane can be stably held in each specific attitude, ensuring stable operation of the quay crane in the specific attitude.

Further, the damper is installed on the first driving device 131, so that impact energy brought to the shore bridge by an earthquake can be dissipated, and the anti-seismic performance of the shore bridge is improved. Specifically, the damper is connected by providing a communication hole to the damper in the cylinder body of the hydraulic cylinder of the first driving device 131. The number of dampers is not limited herein, and for example, may be one or two, and when the number of dampers is two, one of the dampers is provided on the cylinder body on the side close to the driving end, and the other damper is provided on the cylinder body on the side close to the fixed end.

The embodiment of the utility model provides a bank bridge, through the length of adjusting first diagonal brace 13, can enough adjust the height of bank bridge, can also adjust the reach of bank bridge and the length of back reach, and then realize that the adjustment of shipment height, the adjustment and the ship of loading and unloading scope dodge.

Example two

Next, another second embodiment of the present invention will be described with reference to fig. 5 to 13, which is different from the first embodiment in that the structure of the sea-side door frame pillar is different from that of the land-side door frame pillar, and the shore bridge of this embodiment further includes a second diagonal brace 14 and an intermediate connecting beam 15.

Further, in the second embodiment, as shown in fig. 5 to 9, the sea-side door frame upright 11 includes a first sea-side upright 111 and a second sea-side upright 112, the land-side door frame upright 12 includes a first land-side upright 121 and a second land-side upright 122, and the door frame structure 10 further includes a second diagonal brace 14 and an intermediate connecting beam 15.

The bottom end of the first sea-side upright column 111 and the top end of the second sea-side upright column 112 are hinged to a sea-side middle hinge point E, the top end of the first sea-side upright column 111 and the upper girder structure 20 are hinged to a sea-side upper hinge point A, and the bottom end of the second sea-side upright column 112 and the bottom support structure 30 are hinged to a sea-side lower hinge point B. More specifically, the top end of the first sea-side door frame upright 111 is hinged to the sea-side upper cross beam 21 at a sea-side upper hinge point a, and the bottom end of the second sea-side upright 112 is hinged to the sea-side lower hinge point B with the sea-side leg 31.

The bottom ends of the first land side upright columns 121 and the top ends of the second land side upright columns 122 are hinged to a land side middle hinge point F, the top ends of the first land side upright columns 121 and the upper girder structure 20 are hinged to a land side upper hinge point D, and the bottom ends of the second land side upright columns 122 and the bottom support structure 30 are hinged to a land side lower hinge point C, wherein the first land side upright columns 121 and the first sea side upright columns 111 are equal in length, and the second land side upright columns 122 and the second sea side upright columns 112 are equal in length. Specifically, the top end of the first land-side upright 121 and the land-side upper cross member 22 are hinged to the land-side upper hinge point D, and the bottom end of the second land-side upright 122 and the land-side leg 32 are hinged to the land-side lower hinge point C.

Both ends of the first diagonal brace 13 are hinged to the sea side intermediate hinge point E and the land side upper hinge point D with the first sea side upright 111 and the first land side upright 121, respectively.

Two ends of the second inclined supporting rod 14 are respectively hinged to the sea side middle hinge point E and the land side lower hinge point C, a second driving device 141 is arranged on the second inclined supporting rod 14, and the second driving device 141 is used for adjusting the length of the second inclined supporting rod 14.

The two ends of the middle connecting beam 15 are respectively hinged to the sea side middle hinge point E and the land side middle hinge point F.

Specifically, the first sea-side upright 111 and the sea-side upper cross beam 21 are hinged to a sea-side upper hinge point a; the first sea side upright post 111, the second sea side upright post 112, the first diagonal brace 13, the second diagonal brace 14 and the middle connecting crossbeam 15 are hinged to a sea side middle hinge point E; the second sea-side upright column 112 and the sea-side supporting leg 31 are hinged to a sea-side lower hinge point B; the second land-side upright 122, the second diagonal brace 14 and the land-side leg 32 are hinged to the land-side lower hinge point C; the first land-side upright 121, the second land-side upright 122 and the intermediate connecting crossbeam 15 are hinged to a land-side intermediate hinge point F; the first land-side upright 121 and the land-side upper cross beam 22 are hinged to the sea-side lower hinge point B.

Specifically, in the shore bridge provided by the second embodiment of the present invention, the first driving device 131 is used for adjusting the length of the first diagonal strut 13, as shown in fig. 6, when the length of the first diagonal strut 13 is shortened, the first sea-side upright 111 and the first land-side upright 121 rotate clockwise around the sea-side middle hinge point E and the land-side middle hinge point F respectively and incline to the second direction, so as to drive the upper girder structure 20 to move to the second direction, so that the reach R1 of the shore bridge is increased, the reach R2 is decreased, and the height of the shore bridge is decreased. More specifically, the second driving device 141 is configured to adjust the length of the second diagonal strut 14, and as shown in fig. 7, when the length of the second diagonal strut 14 is shortened, the second sea-side upright 112 and the second land-side upright 122 rotate counterclockwise around the sea-side lower hinge point B and the land-side lower hinge point respectively to tilt in the first direction, so as to drive the upper girder structure 20 to move in the first direction, the rear reach R2 of the quay crane is increased, the outer reach R1 is decreased, and the height of the quay crane is decreased. More specifically, because first sea side stand 111 inclines to first direction, has formed the dodge space, can realize sea side door frame stand to dodge to the container ship, avoid the container ship along the collision between the container that is located the high-rise and sea side door frame stand that probably takes place when self axis of ordinates rocks. As shown in fig. 8, since the height of the quay crane is lowered when the first diagonal brace 13 is shortened and the height of the quay crane is also lowered when the second diagonal brace 14 is shortened, when both the lengths of the first diagonal brace 13 and the second diagonal brace 14 are shortened by the simultaneous operation of the first drive device 131 and the second drive device 141, the height of the upper girder structure 20 of the quay crane can be lowered, and the lowered height is the sum of the two lowered heights (as shown by Δ H in the figure). Further, since shortening of the first diagonal strut 13 moves the upper side member structure 20 in the second direction, and shortening of the second diagonal strut 14 moves the upper side member structure 20 in the first direction, shortening of the two diagonal struts causes different moving directions, it is possible to simultaneously control increase and decrease of the extension distance R1 and the extension distance R2 by controlling the shortening amount of the two diagonal struts. Therefore, the utility model provides an embodiment two's bank bridge can realize the lift of bank bridge height, the increase and decrease of reach and back reach to and the slope of sea side door frame stand, and then realize the adjustment of shipment height, loading and unloading scope, dodge the function of ship.

Specifically, first sea-side upright 111, first land-side upright 121, connecting girder 232, and intermediate connecting beam 15 constitute a first four-bar linkage, and second sea-side upright 112, second land-side upright 122, bottom support structure 30, and intermediate connecting beam 15 constitute a second four-bar linkage. The first inclined supporting rod 13 is arranged along the diagonal line of the first four-bar linkage, and forms an acute angle with the first direction; the second diagonal brace 14 is arranged along a diagonal of the second four-bar linkage and forms an obtuse angle with the first direction. More specifically, the postures of the first and second four-bar linkages are changed by adjusting the lengths of the first and second diagonal braces 13 and 14 by the first and second driving devices 131 and 141. In the first and second four-bar linkages, the first and second diagonal braces 13 and 14 can not only change the posture of the four-bar linkages, but also function to support the upper girder structure 20. In addition, the first diagonal brace 13 is in a triangular arrangement with the first sea-side upright 111 and the connecting girder 232, and with the first land-side upright 121 and the intermediate connecting girder 15; the second diagonal brace 14 is in a triangular arrangement with the second land-side upright 122 and the intermediate connecting beam 15, and in a triangular arrangement with the second sea-side upright 112 and the bottom connecting beam 33, so that the connection strength and stability of the doorframe structure of the quay crane can be enhanced.

Further, as a preferred embodiment of the present invention, the lengths of the first sea-side upright 111, the second sea-side upright 112, the first land-side upright 121, and the second land-side upright 122 are all equal. That is, as shown in fig. 9, the intermediate connecting beam 15 is located at the intermediate position between the sea-side door frame column 11 and the land-side door frame column 12, and the first four-bar linkage and the second four-bar linkage are the same in size, which makes it possible to stabilize the shore bridge when performing elevation for adjusting the height of the shore bridge, increase and decrease of the reach and the reach, and correction of the skewness of the girder.

Next, referring to fig. 5 to 8, various postures that can be realized by the quay crane provided by the second embodiment of the present invention will be specifically described.

As shown in fig. 5, it is an initial state diagram of the quay crane provided in the second embodiment; as shown in fig. 6, a state diagram of the second embodiment is provided in which the reach R1 of the quay crane is increased. When the first diagonal strut 13 is shortened by the first drive device 131, the first land-side upright 121 is driven to rotate clockwise about the land-side intermediate hinge point F to tilt in the second direction and the connecting girder 232, the sea-side upper beam 21 and the land-side upper beam 22 are driven to move in the second direction in the first four-bar linkage, and at the same time, the first sea-side upright 111 rotates clockwise about the sea-side intermediate hinge point E by the same angle to tilt in the second direction, so that the entire upper girder structure 20 moves in the second direction, and thus the reach R1 of the quay bridge increases (the increase in reach is shown by Δ R1 in fig. 6), and the height decreases. Since the machine room is located on the rear frame 233, the center of gravity can be stabilized without the risk of overturning after the upper frame structure 20 is moved in the second direction. When the first driving device 131 is operated in the reverse direction, the first diagonal strut 13 is extended and can be returned to the initial state. It should be noted that when the first driving device 131 extends the length of the first diagonal brace 13 from the initial state, the first sea-side upright 111 and the first land-side upright 121 rotate counterclockwise around the sea-side intermediate hinge point E and the land-side intermediate hinge point F to tilt in the first direction, and the connecting girder 232, the sea-side upper beam 21, and the land-side upper beam 22 are driven to move in the first direction, so that the entire upper girder structure 20 moves in the first direction, and the rear extension distance R2 of the shore bridge increases, and the height increases.

As shown in fig. 7, a state diagram of the second embodiment is provided in which the rear reach R2 of the quay crane is increased. When the second diagonal strut 14 is shortened by the second driving device 141, in the second four-bar linkage, the second sea-side upright 112 is driven to rotate counterclockwise around the sea-side lower hinge point B to tilt in the first direction, and the intermediate connecting beam 15 and the first sea-side upright 111, the first land-side upright 121, and the upper girder structure 20 are driven to move in the first direction, and at the same time, the second land-side upright 122 rotates counterclockwise around the land-side lower hinge point C by the same angle to tilt in the first direction, so that the entire upper girder structure 20 moves in the first direction, and therefore, the rear reach R2 of the quay bridge increases (the rear reach increase is shown by Δ R2 in fig. 7), and the height decreases. At this time, since the second sea-side column 112 is inclined towards the first direction, and the first sea-side column 111 moves towards the first direction, the sea-side door frame column can avoid the container ship, and the collision between the container located at the high layer and the door frame, which may occur when the container ship rocks along the longitudinal axis of the container ship, is avoided. When the second driving device 141 is operated in the reverse direction, the second diagonal strut 14 can be extended and restored to the initial state. It should be noted that when the second driving device 141 extends the length of the second diagonal brace 14 from the initial state, the second sea-side upright 112 and the second land-side upright 122 rotate clockwise around the sea-side lower hinge point B and the land-side lower hinge point C, respectively, to tilt in the first direction, and the intermediate connecting beam 15, the first sea-side upright 111, the first land-side upright 121, and the upper girder structure 20 are driven to move in the second direction, so that the entire upper girder structure 20 moves in the first direction, and at this time, the extension distance R1 of the shore bridge increases, and the height rises.

As shown in fig. 8, a state diagram of the quay crane provided in the second embodiment with its height lowered is shown. When the first diagonal strut 13 is shortened by the first driving device 131, the first sea-side upright 111 and the first land-side upright 121 in the first four-bar linkage rotate clockwise around the sea-side intermediate hinge point E and the land-side intermediate hinge point F, respectively, to be inclined in the second direction, and the connecting girder 232, the sea-side upper beam 21, and the land-side upper beam 22 are driven to move in the second direction, so that the entire upper girder structure 20 moves in the second direction, the reach R1 of the shore bridge increases, and the height decreases. Meanwhile, when the second diagonal strut 14 is shortened by the second driving device 141, the second sea-side upright 112 and the second land-side upright 122 in the second four-bar linkage rotate counterclockwise around the sea-side lower hinge point B and the land-side lower hinge point C, respectively, to tilt in the first direction, and at the same time, the intermediate connecting beam 15, the first sea-side upright 111, the first land-side upright 121, and the upper girder structure 20 are driven to move in the first direction, so that the entire upper girder structure 20 moves in the first direction, the rear reach R2 of the quay bridge increases, and the height decreases. That is, when the first diagonal brace 13 and the second diagonal brace 14 are shortened at the same time, the height of the quay crane can be lowered. It should be noted that, since the shortening of the first diagonal brace 13 and the second diagonal brace 14 generates displacements in different directions, the extension distance, the rear extension distance, or the front extension distance and the rear extension distance can be increased or kept unchanged while the height of the shore bridge is lowered by adjusting the extension amounts of the first diagonal brace 13 and the second diagonal brace 14.

When the lengths of the first sea-side upright column 111, the second sea-side upright column 112, the first land-side upright column 121 and the second land-side upright column 122 are all equal, the shore bridge is relatively easy to control and is more stable, and the height of the shore bridge is required to be reduced only by the equal contraction amount of the first inclined supporting rod 13 and the second inclined supporting rod 14, so that the height of the shore bridge can be vertically reduced, and the extension distance and the rear extension distance are kept unchanged.

In addition, to the deflection of the girder 23 in the horizontal plane (the plane of the XZ) caused by the manufacturing error, the bank bridge provided by the embodiment of the present invention can also realize the function of correcting the deflection of the girder. Specifically, referring to fig. 10 to 13, a partial top view of a quay crane according to a second embodiment of the present invention before and after adjustment of the skewness of the girder is provided.

Specifically, the sea-side door frame pillar 11 of the door frame structure 10 includes two sea-side door frame pillars spaced in a fourth direction, namely, an a-side sea-side door frame pillar 11A and a B-side sea-side door frame pillar 11B (as shown in fig. 2 and 10), where the a-side is a side to which the Z-direction is directed, and the B-side is a side to which the Z-direction is directed. As shown in fig. 10, in the present embodiment, a-side sea-side door frame pillar 11A includes a-side first sea-side pillar 111A and a-side second sea-side pillar 112A, and B-side sea-side door frame pillar includes B-side first sea-side pillar 111B and B-side second sea-side pillar 112B. The land-side door frame upright 12 includes two land-side door frame uprights, i.e., an a-side land-side door frame upright 12A and a B-side land-side door frame upright 12B, which are spaced apart in the fourth direction, in the present embodiment, the a-side land-side door frame upright 12A includes an a-side first land-side upright 121A and an a-side second land-side upright 122A, and the B-side land-side door frame upright 12B includes a B-side first land-side upright 121B and a B-side second land-side upright 122B. More specifically, two ends of the sea side upper beam 21 are hinged to the a side sea side door frame upright 11A and the B side sea side door frame upright 11B, respectively, that is, one end of the sea side upper beam 21 and the a side first sea side upright 111A are hinged to the sea side upper hinge point AA, and the other end and the B side first sea side upright 111B are hinged to the sea side upper hinge point AB. In addition, both ends of the land-side upper beam 22 are hinged to the a-side land-side door frame upright 12A and the B-side land-side door frame upright 12B, respectively, that is, one end of the land-side upper beam 22 and the a-side first land-side upright 121A are hinged to the land-side upper hinge point DA, and the other end and the B-side first land-side upright 121B are hinged to the land-side upper hinge point DB.

Specifically, as shown in fig. 11 and 12, fig. 11 is a state diagram before the girder is not corrected, and fig. 12 is a state diagram one after the girder is corrected. In the a-side doorframe structure composed of the a-side sea-side doorframe column 11A and the a-side land-side doorframe column 12A, when the first driving device 131 finely adjusts the first diagonal strut 13 so as to shorten the first diagonal strut 13, the a-side first sea-side upright 111A and the a-side first land-side upright 121A rotate clockwise and tilt in the second direction, which drives the a-side doorframe structure to shift in the second direction, that is, the sea-side upper beam 21 and the land-side upper beam 22 shift in the second direction with respect to the sea-side upper hinge point AA and the land-side upper hinge point DA of the a-side doorframe structure. Meanwhile, in the B-side door frame structure composed of the B-side sea-side door frame upright 11B and the B-side land-side door frame upright 12B, when the second driving device 141 finely adjusts the second diagonal strut 14 so as to shorten the second diagonal strut 14, the B-side second sea-side upright 112B and the B-side second land-side upright 122B rotate counterclockwise and tilt in the first direction, and the B-side door frame upright is driven to shift in the first direction, that is, the sea-side upper beam 21 and the land-side upper beam 22 and the sea-side upper hinge point AB and the land-side upper hinge point DB of the B-side door frame structure shift in the first direction. The two deviations in different directions slightly rotate the sea side upper beam 21 and the land side upper beam 22 counterclockwise in the horizontal plane, so that the front girder 231 is slightly deflected to the B side door frame structure, the rear girder 233 is slightly deflected to the A side door frame structure, the deviation amount of the girder 23 can be adjusted, and the deviation degree of the girder can be corrected. Here, in order to keep the girder parallel to the horizontal plane, the offset amount of the a-side door frame structure and the B-side door frame structure is the same.

In contrast to the above operation direction, fig. 13 is a state diagram ii after the girder is corrected, as shown in fig. 13. In the a-side doorframe structure composed of the a-side sea-side doorframe column 11A and the a-side land-side doorframe column 12A, when the second driving device 141 finely adjusts the second diagonal strut 14 so as to shorten the second diagonal strut 14, the a-side second sea-side upright 112A and the a-side second land-side upright 122A rotate counterclockwise and tilt in the first direction, and the a-side doorframe structure is driven to shift in the first direction, that is, the sea-side upper beam 21 and the land-side upper beam 22 and the sea-side upper hinge point AA and the land-side upper hinge point DA of the a-side doorframe column shift in the first direction. Meanwhile, in the B-side door frame structure composed of the B-side sea-side door frame upright 11B and the B-side land-side door frame upright 12B, when the first diagonal brace 13 is shortened by finely adjusting the first diagonal brace 13 by the first driving device 131, the B-side first sea-side upright 111B and the B-side first land-side upright 121B rotate clockwise and tilt in the second direction, and the B-side door frame upright is driven to shift in the second direction, that is, the sea-side upper beam 21 and the land-side upper beam 22 and the sea-side upper hinge point AB and the land-side upper hinge point DB of the B-side door frame upright shift in the second direction. The two offsets in different directions make the sea side upper beam 21 and the land side upper beam 22 slightly rotate clockwise in the horizontal plane, so that the front girder 231 is slightly deflected to the a side door frame structure, the rear girder 233 is slightly deflected to the B side door frame structure, and the offset of the girder 23 can be adjusted to correct the inclination of the girder. Here, in order to keep the girder parallel to the horizontal plane, the offset amount of the a-side door frame structure and the B-side door frame structure is the same.

It should be noted that, by adjusting the lengths of the first diagonal brace 13 and the second diagonal brace 14, the quay crane can achieve other poses, and is not limited to the above poses.

Further, the rotation range of first sea-side upright 111 and/or second sea-side upright 112 and/or first land-side upright 121 and/or second land-side upright 122 relative to the third direction is 0 to ± 45 °, and the specific angle needs to be determined after anti-overturning stability calculation according to the structural parameters of the shore bridge. As shown in fig. 5, when the shore bridge is in the initial state and the first diagonal brace 13 is shortened by the first driving device 131, the first sea-side upright 111 and the first land-side upright 121 rotate clockwise with respect to the third direction around the sea-side intermediate hinge point E and the land-side intermediate hinge point F, respectively, as shown in fig. 6, the upper girder structure 20 of the shore bridge moves in the second direction, and the shore bridge is in a state where the extension distance R1 is increased; the first drive means 131 is operated in reverse to extend the first diagonal strut 13 to return to the initial state shown in fig. 5. When the second drive device 141 shortens the second diagonal strut 14 from the initial state, the second sea side upright 112 and the second land side upright 122 rotate counterclockwise about the sea side lower hinge point B and the land side lower hinge point C, respectively, with respect to the third direction, and as shown in fig. 7, the upper girder structure 20 of the quay crane moves in the first direction, and the quay crane is in a state in which the rear reach R2 increases; the second drive means 141 is operated in reverse to extend the second diagonal strut 14 to return to the initial state shown in fig. 5. As shown in fig. 8, when first drive device 131 and second drive device 141 simultaneously drive first diagonal strut 13 and second diagonal strut 14 to shorten, first sea-side column 111 and first land-side column 121 rotate clockwise, and second sea-side column 112 and second land-side column 122 rotate counterclockwise, so that the lowering of the quay crane height can be achieved; the first and second driving devices 131 and 141 are operated in reverse to extend the first and second diagonal braces 13 and 14 to return to the initial state shown in fig. 5. In the present embodiment, the maximum rotation angle of the first sea-side upright 111, the second sea-side upright 112, the first land-side upright 121, and the second land-side upright 122 is ± 45 °, and if the angle exceeds this range, the gravity center of the upper girder structure 20 moves too much in the first direction or the second direction, which may reduce the anti-overturning capability of the shore bridge, and the specific angle needs to be determined by calculation according to the anti-overturning stability.

Further, to facilitate the hinging with the door frame pillar, the first and/or second diagonal brace 13, 14 may be a rod or a tube, preferably a tube.

Further, as a preferred embodiment of the present invention, the first driving device 131 and/or the second driving device 141 may be a hydraulic cylinder. When the first driving device 131 and/or the second driving device 141 are hydraulic cylinders, the fixed end of the hydraulic cylinder of the first driving device 131 is connected with the first inclined strut 13, and the driving end is hinged to the hinge point D on the land side; the fixed end of the hydraulic cylinder of the second driving device 141 is connected with the second inclined supporting rod 14, and the driving end is hinged to the sea side middle hinge point E. The lengths of the first diagonal brace 13 and the second diagonal brace 14 are adjusted by the extension and contraction of the driving end of the first driving device 131 and/or the second driving device 141, respectively. However, the first driving device 131 and the second driving device 141 of the present invention are not limited thereto, and other driving devices may be used as long as the first diagonal brace 13 and/or the second diagonal brace 14 can be extended and contracted. Further, the first drive device 131 and the second drive device 141 have a lock function and can be locked in any attitude, and therefore the quay crane can be stably held in each specific attitude, ensuring stable operation of the quay crane in the specific attitude.

Further, the first driving device 131 and/or the second driving device 141 are/is provided with a damper, so that impact energy brought to the shore bridge by an earthquake can be dissipated, and the earthquake-resistant performance of the shore bridge is improved. Specifically, the damper is connected by providing a communication hole to the damper in the cylinder body of the hydraulic cylinder of the first drive device 131 and/or the second drive device 141. The number of dampers is not limited herein, and for example, may be one or two, and when the number of dampers is two, one of the dampers is provided on the cylinder body on the side close to the driving end, and the other damper is provided on the cylinder body on the side close to the fixed end.

To sum up, the embodiment of the utility model provides a second shore bridge adjusts the flexible of first diagonal brace 13 and second diagonal brace 14 through the drive of first drive arrangement 131 and second drive arrangement 141, can realize the different position appearance of shore bridge, and then realizes the lift of bank bridge girder, the increase and decrease of reach-out and back reach and the slope of first sea side stand 111 to realize the adjustment of shipment height, the adjustment of loading and unloading scope, dodge the function that ship and girder level skewness were rectified.

While the invention has been shown and described with reference to certain preferred embodiments thereof, it will be understood by those skilled in the art that the foregoing is a more detailed description of the invention, and the specific embodiments thereof are not to be considered as limiting. Various changes in form and detail, including simple deductions or substitutions, may be made by those skilled in the art without departing from the spirit and scope of the invention.

Claims (10)

1. The utility model provides a bank bridge, includes upper portion girder structure, door frame structure and bottom sprag structure, its characterized in that, the door frame structure includes:

the top end of the sea side door frame upright post and the upper girder structure are hinged to a sea side upper hinge point, and the bottom end of the sea side door frame upright post and the bottom support structure are hinged to a sea side lower hinge point;

the top end of the landing side door frame upright post and the upper girder structure are hinged to a landing side upper hinge point, and the bottom end of the landing side door frame upright post and the bottom support structure are hinged to a landing side lower hinge point;

the two ends of the first inclined supporting rod are respectively hinged with the sea side door frame upright post and the land side door frame upright post, an included angle between the first inclined supporting rod and the first direction forms an acute angle, and a first driving device is arranged on the first inclined supporting rod and used for adjusting the length of the first inclined supporting rod.

2. A shore bridge according to claim 1, wherein the rotation range of said sea side door frame upright and/or said land side door frame upright with respect to the vertical is 0 to ± 22.5 °.

3. The shore bridge of claim 1 wherein said bottom support structure comprises a sea side leg, a land side leg and a bottom connecting beam connecting said sea side leg and said land side leg.

4. The shore bridge of claim 1, wherein said sea side door frame columns comprise a first sea side column and a second sea side column, wherein a bottom end of said first sea side column and a top end of said second sea side column are hinged to a sea side intermediate hinge point, wherein a top end of said first sea side column and said upper girder structure are hinged to said sea side upper hinge point, and wherein a bottom end of said second sea side column and said bottom support structure are hinged to said sea side lower hinge point;

the land side door frame upright columns comprise first land side upright columns and second land side upright columns, the bottom ends of the first land side upright columns and the top ends of the second land side upright columns are hinged to a land side middle hinge point, the top ends of the first land side upright columns and the upper girder structures are hinged to a land side upper hinge point, the bottom ends of the second land side upright columns and the bottom support structures are hinged to a land side lower hinge point, the first land side upright columns and the first sea side upright columns are equal in length, and the second land side upright columns and the second sea side upright columns are equal in length;

two ends of the first diagonal brace are hinged to the sea side middle hinge point and the land side upper hinge point respectively with the first sea side upright post and the first land side upright post;

the door frame structure further includes: two ends of the second diagonal brace are hinged to the sea side middle hinge point and the land side lower hinge point respectively, a second driving device is arranged on the second diagonal brace, and the second driving device is used for adjusting the length of the second diagonal brace;

and two ends of the middle connecting beam are respectively hinged to the sea side middle hinge point and the land side middle hinge point.

5. The shore bridge of claim 4, wherein said first sea side column, said second sea side column, said first land side column, and said second land side column are all of equal length.

6. A shore bridge according to claim 4, wherein the rotation range of said first sea side column and/or said second sea side column and/or said first land side column and/or said second land side column with respect to the vertical is 0 to ± 45 °.

7. A shore bridge according to claim 4, wherein said first and/or said second diagonal brace is a rod or a tube.

8. A shore bridge according to claim 4, wherein the first drive means and/or the second drive means are hydraulic cylinders.

9. A shore bridge according to claim 4, wherein the first drive means and/or the second drive means is provided with dampers.

10. The shore bridge of claim 1 wherein said upper girder structure comprises:

the sea side upper cross beam is hinged with the sea side door frame upright post at the sea side upper hinge point;

the land side upper cross beam is hinged with the land side door frame upright post at a hinge point on the land side;

a crossbeam arranged below the sea side upper crossbeam and the land side upper crossbeam;

the ladder-shaped frame is arranged on the sea side upper cross beam;

and the pull rod is used for connecting the trapezoidal frame and the crossbeam.

Images