WO2001025131A1 - Portique a containers pour containers de fret maritime - Google Patents

Portique a containers pour containers de fret maritime Download PDF

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Publication number
WO2001025131A1
WO2001025131A1 PCT/NL2000/000683 NL0000683W WO0125131A1 WO 2001025131 A1 WO2001025131 A1 WO 2001025131A1 NL 0000683 W NL0000683 W NL 0000683W WO 0125131 A1 WO0125131 A1 WO 0125131A1
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WO
WIPO (PCT)
Prior art keywords
container
rail system
jib
auxiliary frame
container crane
Prior art date
Application number
PCT/NL2000/000683
Other languages
English (en)
Inventor
Evert Luttekes
Joannes Cornelis Rijsenbrij
Original Assignee
Technische Universiteit Delft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Technische Universiteit Delft filed Critical Technische Universiteit Delft
Priority to AU79705/00A priority Critical patent/AU7970500A/en
Publication of WO2001025131A1 publication Critical patent/WO2001025131A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B66—HOISTING; LIFTING; HAULING
    • B66C—CRANES; LOAD-ENGAGING ELEMENTS OR DEVICES FOR CRANES, CAPSTANS, WINCHES, OR TACKLES
    • B66C19/00—Cranes comprising trolleys or crabs running on fixed or movable bridges or gantries
    • B66C19/002—Container cranes

Definitions

  • the invention relates to a container crane, comprising: a boom which is composed of a bridge girder and a jib which, at least during use, is in line with the bridge girder; at least one crab which can travel along the boom and is provided with hoist means for lifting and lowering seaborne containers; an auxiliary frame which extends along the boom and is provided with a first rail system having at least one container trolley which can travel along the rail system for the purpose of moving seaborne containers.
  • a container crane of this nature is known from German laid-open specification DE 19703284-A1.
  • This container crane comprises a bridge girder which is located substantially above the quay and a jib which is positioned above the ship which is to be loaded and/or unloaded and can be pivoted upwards out of the horizontal operating position into a vertical position, so that it is not in the way when ships are being moored and are departing.
  • the general aim is to maximize the sailing time of the ships and to minimize the time which they spend in port, for which reason the containers need to be loaded and unloaded as quickly as possible.
  • DE 19703284 aims to increase the speed of loading and unloading by providing a ship crab which, during operation, runs along the jib and is provided with two hoist installations and a frame which can pivot through 180° about a vertical axis, and a number of quay crabs which run along the bridge girder and are provided with hoist means for raising and lowering the seaborne containers.
  • DE 19703284 provides a rail system which is fixed to the bridge girder and jib and along which container trolleys, so-called auxiliary crabs, can move back and forth in order to transfer containers from one type of crab to the other type of crab.
  • the rail system comprises two rail tracks which lie next to one another, it being possible to transfer the container trolleys from one rail track to the other, travelling along one rail track in one direction and along the other rail track in the other direction, resulting in a system of circulating container trolleys.
  • the rail trolleys each consist of two separate arms which can pick up a container from the top side, in order to allow this container to be moved along the bridge girder and jib hanging from the arms.
  • the arms engage on the end face of the container in question, meaning that the track width of the rail system and therefore also the width of the bridge girder and in particular also that of the jib is approximately equal to the length of the largest type of seaborne container which it must be possible to load and unload using the container crane in question.
  • This known container crane has at least one drawback.
  • the first drawback is that the width of the jib makes it impossible to unload containers which are positioned against the ship's structure or very close to the ship's structure or to position containers very close to or next to the ship's structure.
  • the ship's structure in particular the so-called bridge, in which the rooms for the crew and/or for operation of the ship are situated, is high, specifically so high that it may extend above the jib during loading and unloading.
  • the container crane is designed to be able to load and unload containers of up to 45 feet, according to DE 19703284 the width of the jib will be approximately 45 feet.
  • containers with a length of 20 feet which are arranged or need to be arranged with a longitudinal direction parallel to the longitudinal direction of the ship) which are close to the ship's structure can no longer be loaded and/or unloaded using this container crane.
  • the object of the present invention is to provide a container crane which, on the one hand, allows a high loading and unloading capacity (in terms of the number of containers which can be loaded/unloaded per unit time) to be achieved and with which, on the other hand, it is possible to load and unload even containers which are positioned or are to be positioned close to the ship's structure.
  • the auxiliary frame can move, with respect to the jib which is in the position of use, between an active position, in which it extends along the jib, and an at-rest position, in which the auxiliary frame is situated substantially above the quay, at least out of the way of the structure of a ship which is to be loaded and/or unloaded. If there is no need for loading and/or unloading close to the ship's structure, the auxiliary frame may be in its extended position and can be used as a transfer system for transferring containers between the ship crab situated above the ship, on the one hand, and the quay crab situated above the quay or, if appropriate, a fixed quay hoist installation, on the other hand.
  • This operation of moving the auxiliary frame out of the way of the ship's structure can be implemented, for example, by arranging the auxiliary frame pivotably on the container crane and folding it away upwards to, for example, more than 60° or an approximately vertical position.
  • the auxiliary frame will be designed so that it can slide with respect to the boom and, in order to be moved out of the way, will be retracted until it is above the wharf or quay.
  • An additional advantage of an auxiliary frame which can slide with respect to the boom is that the auxiliary frame can also be placed in its retracted position before the jib is swung upwards, meaning that the weight of the jib falls and therefore a relatively low power is required in order to swing the jib upwards.
  • a further advantage of a slideable auxiliary frame is that the structural height of the jib can then be smaller in relative terms, with the result that, in the raised position, it is situated further inwards, and therefore the pivot point for the jib can be positioned closer to the water, so that the jib becomes shorter and therefore lighter.
  • the fact that the auxiliary frame can slide or can be retracted to above the quay has the further operational advantage that additional space is available for dealing with a ship with an extremely high cargo or with an off-standard deck cargo, such as for example sailing boats and bulldozers.
  • the auxiliary frame in the active position, will extend along at least 50%, and preferably at least 75%, of the jib. Most preferably, the auxiliary frame will extend along substantially the entire jib in this active position.
  • the auxiliary frame according to the invention will preferably be designed so that it can slide with respect to the boom. According to an advantageous embodiment, this can be achieved by providing the jib and the bridge girder with a second rail system which supports the auxiliary frame in such a manner that it can be retracted and extended along the boom between the active position and the at-rest position, the at-rest position of the auxiliary frame being a position in which it is substantially retracted along the bridge girder, and the active position of the auxiliary frame being an extended position.
  • the first rail system comprises two pairs of rails which run along one another for example above one another and a multiplicity of container trolleys, and if at least at those ends of the said two pairs of rails which are remote from the quay, there are transfer means enabling the container trolleys to be transferred from one pair of rails to the other. In this way, it is possible to produce a circulating system of container trolleys.
  • the auxiliary frame delimits a substantially free space which, transversely with respect to the longitudinal direction of the bridge girder and jib, has a width which is greater than the length of the longest type of seaborne container which is to be loaded and/or unloaded, in such a manner that a seaborne container which is oriented transversely with respect to the bridge girder and jib can be moved through this space at least in the vertical direction and preferably also in the horizontal direction.
  • the container can be displaced vertically through the space allows a grab or spreader which is attached to a crab travelling along the actual jib to be lowered through the auxiliary frame over the entire breadth of the ship without the auxiliary frame having to be retracted or extended to a greater or lesser extent in the meantime.
  • This also makes it possible, when loading or unloading, to use two ship crabs, one of which can operate on the port side of the ship while the other can operate on the starboard side of the ship.
  • the first rail system is provided with control means which are designed to allow a container trolley to move past a loading/unloading crab when the grab or spreader thereof is situated above the horizontal movement path of the container trolley or the seaborne container which is to be moved using this container trolley.
  • container trolleys of the hanging type as are known, for example, from DE 19703284 (in which the containers are hanging from the container trolleys or at least their grabs)
  • the container trolleys are of the supporting type, i.e. of the type having a loading platform on which a seaborne container which is to be transported using the container trolley can be placed.
  • a loading platform should be understood in the broad sense as also including, for example, two bars at the ends of a container trolley onto which the container is placed.
  • the term loading platform is certainly not intended to be restricted to a type of loading platform which is in contact with a container over substantially its entire base.
  • the auxiliary frame is provided with height- adjustment means, enabling the height of at least that part of the auxiliary frame which has the first rail system to be adjusted with respect to the bridge girder and jib. In this way, it is possible to adapt the height of the auxiliary frame with respect to the deck of the ship according to the amount of cargo on the ship, in order to minimize the height over which the seaborne containers which are to be manipulated using the ship crab(s) have to be moved.
  • the loading and/or unloading capacity can be increased further, in particular in combination with an auxiliary frame of adjustable height, if the container crane according to the invention furthermore comprises: a third rail system which extends parallel to and beneath the bridge girder and is designed for container trolleys to travel along back and forth, and lift means for transferring seaborne containers from the first rail system to the third rail system, and vice versa.
  • the container trolleys which travel to and fro over this third rail system may be the same container trolleys as those which travel over the first rail system. In this case, the lift means will transfer the container together with the container trolley, etc., between the first and third rail systems.
  • the container trolleys which travel back and forth along the third rail system to be other container trolleys, if appropriate even container trolleys of a completely different design from the container trolleys which travel along the first rail system.
  • the lift means will transfer the containers from a container trolley on the first rail system to another container trolley on the third rail system without bringing this container trolley with it, or vice versa.
  • this third rail system will preferably comprise two rail tracks which run along one another, for example above one another, one track for moving the container trolleys in one direction and the other track for moving the container trolleys in the other, opposite direction.
  • a significant advantage in connection in particular with the auxiliary frame of adjustable height is that, by positioning the third rail system at a suitable selected height, the height by which the ship crabs have to move the container becomes the determining factor for the loading and unloading speed, while the height by which the quay crabs have to move the container is no longer a determining factor.
  • the loading and/or unloading capacity can also be increased very advantageously if the container crane according to the invention furthermore comprises: a third rail system which extends parallel to and beneath the bridge girder and at a level which is lower than or the same as that of the first rail system and which is designed for container trolleys to travel along back and forth; and a fourth rail system which extends on an incline or horizontally between the first and third rail systems, in order to connect these rail systems to one another. It will be possible for the speed of movement of the seaborne containers along the fourth rail system to be equal to that along the first and third rail systems. Transfer operations via lift or winch means for transferring containers from the first rail system to the third rail system or vice versa are thus eliminated.
  • the fourth rail system will run on an incline if the third rail system is at a lower level than the first rail system. Since in principle it is also possible for the third rail system to be in a fixed position, and therefore this third rail system does not have to be vertically adjustable, while the first rail system preferably is vertically adjustable, it is conceivable that under certain operating conditions the height of the first rail system will be equal to that of the third rail system. All this implies that the inclined position of the fourth rail system may vary, for example as a result of the fourth rail system being, as it were, pivotably attached to the first and/or third rail system. Then, if the first and third rail systems are at the same height, the fourth rail system will run horizontally.
  • the first, third and fourth rail systems are positionally fixed with respect to one another, the third rail system being at a lower level than the first rail system and the fourth rail system running on an incline.
  • positionally fixed is understood as meaning that the difference in height between the first and third rail systems is fixed.
  • positionally fixed also leaves the option open for the first rail system to be moved back and forth along the jib between an in-use position and an at-rest position, while the third and fourth rail systems remain in the same position.
  • the third and fourth rail systems it is also conceivable for the third and fourth rail systems to move with the first rail system when it is moved back and forth along the jib.
  • the height of the first, third and fourth rail systems together can be adjusted with respect to the boom.
  • the height of the first rail system is adjustable with respect to that of the third rail system
  • the fourth rail system is designed to be telescopic in the longitudinal direction, so that the length of the fourth rail system can be precisely adapted, according to the inclination of the fourth rail system, to the distance which is to be spanned between the first and third rail systems.
  • the location at which the fourth rail system is connected to the first rail system and/or the third rail system is also conceivable for the location at which the fourth rail system is connected to the first rail system and/or the third rail system to be varied with respect to the length of the fourth rail system, in which case the fourth rail system will project to a greater or lesser extent with respect to the first or third rail system, depending on the inclination of the fourth rail system.
  • the third rail system is provided at a fixed height with respect to the bridge girder.
  • the bridge girder is cantilevered in the land direction to beyond the land-side legs of the gantry, and if the third rail system extends at least beneath the cantilevered part of the bridge girder.
  • the track width of the third rail system will preferably be greater than the length than the longest type of seaborne container which is to be loaded and/or unloaded. Consequently, the quay crab will be able to lower or raise containers through this rail system.
  • the auxiliary frame is provided with a cab rail track with an operator's cab which can be moved along it and from which the crab travelling along the jib and hoist means and grab provided on this crab can be operated.
  • the operator's cab is suspended from the underside of the auxiliary frame, since this position provides the minimum possible obstruction to the view of the crane operator.
  • the container crane comprises at least three crabs, at least two of which can travel along the jib and at least one of which, preferably at least two of which, can travel along the bridge girder. In this case, it even becomes possible to carry out both loading and unloading simultaneously by means of one container crane.
  • Figure 1 diagrammatically depicts a container crane according to the invention, Figure 1 a showing a side view illustrating a laden ship in diagrammatic cross section, and Figure lb showing an end-on view of the quay from the water, but without the ship;
  • Figure 2 shows the same container crane according to the invention as that shown in Figure 1, but in a different operating position, Figure 2a once again showing a side view and Figure 2b an end view, from the water, of the quay, with the ship which is illustrated in cross section in Figure 2a left out in Figure 2b;
  • Figure 3 shows the container crane shown in Figures 1 and 2 in the so- called stowed or at-rest position, Figure 3 a showing a side view and Figure 3b an end view looking onto the quay, and with the jib, which has been folded upwards, left out from Figure 3b;
  • Figure 4 shows a diagrammatic detail of an end view of the jib of a container crane according to the invention;
  • Figure 5 shows a diagrammatic side view of a container crane according to the invention
  • Figure 6 diagrammatically depicts a side view of a container crane according to the invention with an inclined track on the quay side of the first rail system.
  • the container crane which is illustrated in an exemplary embodiment, comprises a gantry 2 composed of land-side legs 3, water-side legs 4 and a number of girders 5 connecting these legs.
  • the gantry bears a boom 6 which is composed of a bridge girder 7, which is situated substantially above the quay or wharf, and a jib 8, which in the position of use is situated substantially above the water.
  • the jib 8 is supported in the normal way by means of a tower structure 10 comprising an upright column and a multiplicity of tie rods and/or cables.
  • the tower structure 10 in the container crane shown in Figures 1-4 is provided with one or more pivotable tie rods 70 (Fig. 3 a) provided on the land side and with substantially rigid hanging rods 71 or cables 71 on the water side. Consequently, it is possible for the jib to be supported at a relatively large number of points by means of a relatively large number of hanging rods/cables 71, so that the jib can be of more lightweight structure than is customary. At least one ship crab 1 1 runs along the jib, and at least one quay crab 12 runs along the bridge girder 7.
  • the gantry 2 can be moved along the quay parallel to the ship.
  • the container crane as has been described thus far in the description of the figures, apart from the tower structure 10, is essentially known from the prior art. It is known from the prior art to provide a transfer mechanism between the ship crab 1 1 and quay crab 12, in order to transfer containers from one crab to the other.
  • the container crab according to the invention is able to use the crabs 11 and 12 to pick up a container from the quay and the ship, respectively, after which the crabs can be moved along the boom 6 towards the ship or the quay, and then the container which has been carried by the crabs can be put down on the ship or the quay.
  • This is highly advantageous in particular for transferring cargoes which are not seaborne containers and when transferring seaborne containers or other cargo which has to be placed close to the ship's structure or has to picked up close to the ship's structure.
  • the boom has a width B (Fig. 4) which is relatively narrow, at least compared to the seaborne containers which are generally to be picked up or put down.
  • the spreader 13 which may be of any type which is known from the prior art or is yet to be developed, can be adapted to the length of the container to be picked up. Consequently, the boom, in particular its jib 8, can be moved to very close to the ship's structure without there being any risk of the jib 8 colliding with the ship's structure.
  • the loading/unloading speed which can be achieved with the loading and unloading method which has just been discussed is limited by the fact that the crab in question has to each time pick up a container, then move along the boom, so that it can then release the container.
  • the limiting factor is always the movement of the crab back and forth, since when the crab is being moved back and forth it is not in a position to pick up the next container, the fact that it is difficult for a plurality of crabs to pass one another on the boom 6 also playing a role.
  • the present invention provides a transfer system which transfers containers between one or more quay crabs or fixed quay hoist installations, on the one hand, and one or more ship crabs, on the other hand, which ship crabs are in each case more or less permanently hanging above the ship during loading/unloading, at least when the transfer system according to the invention is used.
  • the transfer system according to the invention essentially comprises an auxiliary frame 14 which can be moved along the boom 6 (the bridge girder 7 and jib 8) by means of wheels 22.
  • the auxiliary frame 14 is composed of a number of N-shaped arms 23 which support the wheels 22 and to each of which a telescopic arm 19 is attached.
  • a first rail system which comprises a top rail track 15 and a bottom rail track 16, is attached to the bottom ends of the telescopic arms 19.
  • Container trolleys 20 can travel along the bottom rail track 16 and top rail track 15. Only one (15 or 16) of the bottom and top rail tracks will be used for moving the container trolleys in one direction (for example away from the quay), while the other (16 or 15) will be used to move the container trolleys in the other direction (for example towards the quay).
  • Both rail tracks 15 and 16 are per se suitable for transport in both directions, which will in fact be necessary if the containers are always placed on top of the container trolley, so that it is possible to carry out both loading and unloading.
  • the containers can also be suspended from the underside of the container trolleys 20 or if the distance between the top and bottom rail tracks 16 and 15, respectively, is greater than the container height, it is possible to carry out loading and unloading simultaneously.
  • the top rail track 15 and the bottom rail track 16 are intended to interact in such a manner that a circulating system is created for the container trolleys 20. In this case, it is possible for empty container trolleys to be supplied or removed along the bottom rail track 16, while laden container trolleys can be removed or supplied along the top rail track 15.
  • transfer means (not shown) are provided, enabling the container trolleys to be transferred from one rail track 15 or 16 to the other rail track 16 or 15.
  • Transfer means of this nature can be produced in many ways which are known from the prior art or are yet to be developed.
  • DE 19703284 which has already been discussed, discloses transfer means (cf. column 1 , line 63 up to and including column 2, line 26), but transfer means of this nature are also known from other engineering fields. Consideration may be given, for example, to a lifting system which picks up the container trolley from one rail track and removes it from this rail track, so that the container trolley can then be placed onto the other rail track.
  • the auxiliary frame or at least its first rail system, has an internal width C which is greater than the longest seaborne container which has to be manipulated using the container crane according to the invention.
  • This firstly enables seaborne containers 21 which have been placed onto the container trolleys 20 to be moved along the boom within the first rail system and, secondly, and possibly more importantly, this also enables the spreader 13 to be lowered or raised from the ship crab 11, which travels along the jib 8, via the hoist system 17, through the auxiliary frame while a seaborne container is hanging from this spreader 13.
  • the container crane according to the invention is also provided with a control system which controls the container trolleys 20 which are to be moved along the auxiliary frame in such a manner that they can only pass through beneath a ship crab 11 if the latter has lifted the spreader 13 sufficiently high above the container trolley in question, if appropriate with the containers resting on it.
  • the width of the auxiliary frame according to the invention is of the same order of magnitude as the longest seaborne container which is to be handled using the container crane according to the invention, this auxiliary frame will be in the way if seaborne containers have to be manipulated close to a ship's structure.
  • a container crane according to the present invention in such a case it will be possible to retract the auxiliary frame 14 until it is substantially above the wharf, as shown in Figure 3a.
  • the jib which is shown in its upwardly folded position in Figure 3a, will in such a case obviously not be folded upward, but rather will be in a horizontal position so that it can unload containers by means of the ship crab 1 1 travelling along it and, if appropriate, also the quay crab 12, as described above.
  • the telescopic arms 19 of the auxiliary frame 14 prove highly advantageous. This is because these telescopic arms 19 enable the bottom and top rail tracks 16 and 15, respectively, to be moved to just above the deck of the ship (in the absence of deck cargo or to adapt these rail tracks to the height of the deck cargo.
  • Figure 1 shows the auxiliary frame 14 in a high position
  • Figure 2 shows the auxiliary frame in a low position.
  • the auxiliary frame 14 could be lengthened so that it continues to the land-side leg 3 or, if appropriate, elsewhere between the land-side leg 3 and water-side leg 4, for example halfway between these legs.
  • This section of the auxiliary frame which is situated between the land-side legs and the water-side legs may then be entirely decoupled from the bridge girder and may be suspended directly from the land-side legs 3 and quay-side legs 4.
  • This section of the auxiliary frame then only has to comprise a bottom rail track 95 and a top rail track 96, also known as the third rail system 26.
  • a lift device 25 is provided between the water-side legs 4.
  • the height H from the third rail system to the quay will preferably be selected to be equal to the lowest height to which the top rail track 15 and bottom rail track 16 can be lowered by means of the telescopic arms.
  • the second rail system and the third rail system are then in line with one another, in which case the lift 25 can be held in a stationary position as a bridge between the two rail systems.
  • This lowest position will be used in particular for loading and unloading the hold of a ship. Consequently, the height H becomes, as it were, a predetermined, fixed height which is determined by guidelines used in the shipping industry.
  • an additional rail namely a cab rail, along which an operator's cab 28 holding a crane operator can be moved, is advantageously provided along the bottom of the auxiliary frame.
  • a cab of this nature allows the crane operator a good, unimpeded view of the operations to be carried out using the ship crab.
  • the auxiliary frame 14 when the container crane is in the stowed position, will be retracted to a position substantially below the bridge girder or at least, more particularly, will be retracted until it is substantially above the wharf 27.
  • Figure 5 shows a side view of a container crane which differs from that shown in Figures 1 to 4 substantially through the fact that the third rail system 26 is absent and the auxiliary frame 14 is made longer so that, in the fully extended position, i.e. in an active position in which it fully overlaps the jib, it still also extends beneath the bridge girder.
  • the bridge girder may also be lengthened at the rear end, i.e. at the so- called "back reach”.
  • dashed lines on the left-hand side indicate the left- hand end of the frame 14 in the retracted position.
  • Figure 6 shows a diagrammatic side view, corresponding to that shown in Fig.
  • a variant of a container crane according to the invention having a so-called third rail system 26 which, via an inclined fourth rail system 90, is connected to the first rail system 15, 16 supported by the auxiliary frame 14.
  • third rail system 26 which, via an inclined fourth rail system 90, is connected to the first rail system 15, 16 supported by the auxiliary frame 14.
  • fourth rail system 90 is connected to the first rail system 15, 16 supported by the auxiliary frame 14.
  • Fig. 6 identical reference numerals and reference symbols are used for components which correspond to those shown in Figs. 1-5.
  • the inclined fourth rail system 90 is designed in such a manner that the container trolleys can travel up and down along it, while the container trolleys themselves remain in a substantially horizontal position.
  • the fourth rail system 90 is designed with a double bottom rail track 91, 92 and a double top rail track 93, 94.
  • the double bottom rail track those wheels of the container trolleys which face towards the water side will be guided by the bottom rails 91, while the wheels of this container trolley which face towards the quay will be guided by the top rails 92 of the double bottom rail track.
  • the double top rail track In the case of the double bottom rail track, those wheels of the container trolleys which face towards the water side will be guided by the bottom rails 91, while the wheels of this container trolley which face towards the quay will be guided by the top rails 92 of the double bottom rail track. The same applies to the double top rail track.
  • bottom rails 93 of the double top rail track both meet the bottom rail track 95 of the third rail system 26 on the land side and meet the bottom rail track 16 of the first rail system on the water side.
  • the bottom rails 93 and top rails 94 of the double top rail track both meet the top rail track 96 of the third rail system 26 on the land side and meet the top rail track 15 of the first rail system on the water side. Structures with double rail tracks of this type to provide an inclined rail system are known per se to a person skilled in the art.
  • the rail track in question i.e. either bottom rail track 91, 92 or top rail track 93, 94, to be of single instead of double design. In this case, the container trolleys will move along the track in question at an angle instead of horizontally.
  • the third rail system 26 is provided at a fixed height H and for the first rail system to be of adjustable height via the telescopic arms 19. If the first rail system 15, 16 is moved upwards, the distance which has to be spanned by the fourth rail system 90 will increase, as will the inclination of this fourth rail system. If the first rail system is lowered, the distance which is to be spanned by the fourth rail system 90 between the first and third rail systems will decrease, as will the inclination of the fourth rail system 90. To enable changes in length of this nature in the distance to be spanned between the first rail system 15, 16 and the third rail system 26 to be overcome, it is preferable for the fourth rail system 90 to be telescopic in its longitudinal direction.
  • each of the rails 91-94 is relatively easy to achieve, for example by forming each of the rails 91-94 from two U-shaped channels, of which one rests inside the other in such a manner that they can slide telescopically with respect to one another. It is also conceivable for not only the auxiliary frame to be suspended in a vertically adjustable manner by means of telescopic arms 19, but also for the fourth rail system 90 and third rail system 26 to be suspended using telescopic arms of this nature, in such a manner than when the height of the auxiliary frame 14 is adjusted their height can also be adjusted. Furthermore, it is preferable for the third rail system 26 and fourth rail system 90 to be left substantially in place when the auxiliary frame 14 is retracted along the bridge girder until it is above the quay, i.e. for the auxiliary frame 14 to be pushed past the top end of the fourth rail system 90.
  • a time gain of this nature is very substantial if it is considered that in the quicker systems according to the prior art a handling capacity of the order of magnitude of 60 containers per hour, i.e. a cycle time of 60 sec per container, is desired and also achieved. In fact, this would mean that it is possible to increase the handling capacity from 60 containers per hour to 80 containers per hour.
  • the container crane according to the invention aims for even greater handling capacities, such as 100 or more containers per hour.
  • the ability of the auxiliary frame to move between an active position and an at-rest position as described as the characterizing feature of Claim 1 of the application may be dispensed with altogether while maintaining the remaining claims of this application.
  • the entire characterizing clause of Claim 1 can be dispensed with, with the remaining Claims 2-20 following Claim 1 which has been amended in this way.
  • the first rail system may also be attached fixedly to the boom, in particular the jib, in order to increase the handling capacity
  • the so-called first rail system is attached to the auxiliary frame and is attached to the boom via height-adjustment means, so that the height of the first rail system can be adjusted with respect to the boom. This is because in this way it is possible to minimize the hoisting height for the crab situated above the ship.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Ship Loading And Unloading (AREA)
  • Leg Units, Guards, And Driving Tracks Of Cranes (AREA)

Abstract

La présente invention concerne un portique à containers pour le chargement et le déchargement de containers de fret maritime. Le portique à containers comporte une poutre maîtresse (7), une flèche (8), au moins deux chariots (11, 12) aptes à se déplacer le long de ladite poutre maîtresse et/ou de ladite flèche et il est prévu des moyens de levage pour soulever et abaisser les containers de fret maritime, et un deuxième système de rails disposé sur la poutre maîtresse et la flèche et se prolongeant dans le sens de la longueur de celles-ci. Le deuxième système de rails est équipé d'un châssis auxiliaire (14) apte à se déplacer le long de celui-ci et présente un premier système de rails (15, 16). Le premier système de rails est équipé d'au moins un chariot (20) pour containers mobile le long de celui-ci. Le châssis auxiliaire est apte à se déplacer entre une position rétractée, dans laquelle il se trouve sensiblement le long de la poutre maîtresse, et une position déployée, dans laquelle le châssis auxiliaire s'étend d'au moins 50 %, de préférence d'au moins 75 %, de la longueur de la flèche. Par ailleurs, ou alternativement, il est également possible pour le châssis auxiliaire d'être conçu de telle sorte à pouvoir se replier vers le haut.
PCT/NL2000/000683 1999-09-22 2000-09-22 Portique a containers pour containers de fret maritime WO2001025131A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU79705/00A AU7970500A (en) 1999-09-22 2000-09-22 Container crane for sea freight containers

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL1013120 1999-09-22
NL1013120A NL1013120C2 (nl) 1999-09-22 1999-09-22 Containerkraan voor zeecontainers.

Publications (1)

Publication Number Publication Date
WO2001025131A1 true WO2001025131A1 (fr) 2001-04-12

Family

ID=19769924

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL2000/000683 WO2001025131A1 (fr) 1999-09-22 2000-09-22 Portique a containers pour containers de fret maritime

Country Status (3)

Country Link
AU (1) AU7970500A (fr)
NL (1) NL1013120C2 (fr)
WO (1) WO2001025131A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1020675C2 (nl) * 2002-05-24 2003-11-25 Univ Delft Tech Portaalkraan voor het laden en/of lossen van zeecontainers, samenstel van twee van dergelijke brugkranen, alsmede gebruik van een portaalkraan of een dergelijk samenstel.
WO2007132416A2 (fr) * 2006-05-15 2007-11-22 David Peter Dennison Déplacement de conteneurs par rapport à un bateau
US9617124B2 (en) 2011-11-29 2017-04-11 Apm Terminals Bv Crane
CN107140546A (zh) * 2017-06-13 2017-09-08 三海洋重工有限公司 一种门框结构及岸桥
CN113636464A (zh) * 2021-07-22 2021-11-12 中车长江车辆有限公司 装卸吊运装置、岸桥、轨桥一体捷运系统及翻坝运输系统

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111891931A (zh) * 2019-05-04 2020-11-06 华电重工股份有限公司 一种升级改造后的岸桥系统及运行过程

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1184700A (en) * 1966-11-04 1970-03-18 Fruehauf Corp Bulk Loader, Unloader, and Cargo Container Handling Crane
US4018349A (en) * 1974-09-06 1977-04-19 Conrad-Stork B.V. Transhipment installation, particularly for containers
US4046265A (en) * 1975-03-04 1977-09-06 Europe Container Terminus B.V. Loading and unloading bridge for containers
DE4040072A1 (de) * 1990-12-14 1992-08-27 Technologiepark Clausthal Gmbh Schwerlast-transportwagen fuer eine schwerlast-verladebruecke
US5775866A (en) * 1994-05-20 1998-07-07 Tax Ingenieurgesellschaft Mbh Cargo loading crane

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1184700A (en) * 1966-11-04 1970-03-18 Fruehauf Corp Bulk Loader, Unloader, and Cargo Container Handling Crane
US4018349A (en) * 1974-09-06 1977-04-19 Conrad-Stork B.V. Transhipment installation, particularly for containers
US4046265A (en) * 1975-03-04 1977-09-06 Europe Container Terminus B.V. Loading and unloading bridge for containers
DE4040072A1 (de) * 1990-12-14 1992-08-27 Technologiepark Clausthal Gmbh Schwerlast-transportwagen fuer eine schwerlast-verladebruecke
US5775866A (en) * 1994-05-20 1998-07-07 Tax Ingenieurgesellschaft Mbh Cargo loading crane

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1020675C2 (nl) * 2002-05-24 2003-11-25 Univ Delft Tech Portaalkraan voor het laden en/of lossen van zeecontainers, samenstel van twee van dergelijke brugkranen, alsmede gebruik van een portaalkraan of een dergelijk samenstel.
WO2003099700A2 (fr) * 2002-05-24 2003-12-04 Technische Universiteit Delft Grue sur portique pour chargement et/ou dechargement de conteneurs maritimes, combinaison de deux grues sur portique et utilisation d'une grue sur portique ou de cette combinaison
WO2003099700A3 (fr) * 2002-05-24 2004-02-12 Univ Delft Tech Grue sur portique pour chargement et/ou dechargement de conteneurs maritimes, combinaison de deux grues sur portique et utilisation d'une grue sur portique ou de cette combinaison
WO2007132416A2 (fr) * 2006-05-15 2007-11-22 David Peter Dennison Déplacement de conteneurs par rapport à un bateau
WO2007132416A3 (fr) * 2006-05-15 2008-01-24 David Peter Dennison Déplacement de conteneurs par rapport à un bateau
US9617124B2 (en) 2011-11-29 2017-04-11 Apm Terminals Bv Crane
CN107140546A (zh) * 2017-06-13 2017-09-08 三海洋重工有限公司 一种门框结构及岸桥
CN113636464A (zh) * 2021-07-22 2021-11-12 中车长江车辆有限公司 装卸吊运装置、岸桥、轨桥一体捷运系统及翻坝运输系统
CN113636464B (zh) * 2021-07-22 2023-12-12 中车长江车辆有限公司 装卸吊运装置、岸桥、轨桥一体捷运系统及翻坝运输系统

Also Published As

Publication number Publication date
AU7970500A (en) 2001-05-10
NL1013120C2 (nl) 2001-03-23

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