WO2004074158A1

WO2004074158A1 - Bridge crane or gantry crane

Info

Publication number: WO2004074158A1
Application number: PCT/EP2004/001292
Authority: WO
Inventors: Hermann Franzen; Jannis Moutsokapas
Original assignee: Gottwald Port Technology Gmbh
Priority date: 2003-02-22
Filing date: 2004-02-12
Publication date: 2004-09-02
Also published as: DE10307618A1

Abstract

The invention relates to a bridge crane or gantry crane, especially a double girder bridge crane (1) that is automatically operated on rails in container terminals. The bridge (3) of said bridge crane or gantry crane consists of a frame assembled from end carriages and main girders. A trolley (4) comprising hoisting gear (5) can be moved on said bridge (3). The bridge (3) is provided with a fixed bearing side (7) and a movable bearing side (8) for the rail wheels (12.2) that are to be moved on the rails (2.3; 2.4) of the crane runway (2) at all four corner points of the bridge (3). A balancing member (12.1) comprising at least two rail wheels (12.2) that are movable on the rails (2.3; 2.4) is disposed at each of the four corner points of the bridge (3). Said balancing members (12.1) are mounted so as to be pivotable about a horizontal axis (Y) which runs perpendicular to the direction of travel of the bridge (3) and another axis (Z) that runs vertical thereto. The balancing members (12.1) located on the movable bearing side (8) can additionally be swiveled about a horizontal axis (X) which extends in the direction of travel of the bridge (3).

Description

Bridge or gantry crane

description

The invention relates to a bridge or gantry crane, in particular in container terminals on rails automatically operating double-girder overhead crane, the

Bridge consists of a frame composed of head and main girders, on which a trolley with lifting gear can be moved, the bridge having a fixed bearing and a floating bearing side for the rail wheels to be moved on all four corner points of the bridge on the rails of the crane carriageway.

Bridge cranes are usually built as a double-joint frame system with two fixed bearing sides. However, the two-joint frame system can experience large horizontal displacements of the support points under load, which leads to an unintentionally large reduction in the rail spacing on the crane carriageway and on the neighboring crane carriageways to an undesired enlargement of the

Rail distances can lead. In this construction, forced stresses also occur as a result of temperature changes, which must be taken into account when dimensioning the overhead crane and the crane runway system.

From German published patent application DE 36 27 983 A1, a gantry crane with two main girders is known, the ends of which are rigidly connected to one another on the fixed bearing side of the crane carriageway by a first head or end girder having a rail running gear, and which on the opposite floating bearing side transversely to the direction of travel of the The bridge rests movably on a second head support, which is also provided with a rail carriage, an additional one crossbeam connecting the two main girders ensures the necessary stability of the bridge. A bracket is cantileveredly attached to the second head support, which extends essentially horizontally inwards and is supported in an articulated manner on the cross member. Rollers between the head carrier on the floating bearing side and the ends of the main carrier overlapping these allow a horizontal one

Compensation when moving the bridge. This solution does not always solve the problems that can result from the bridge skewing.

In a semi-automatic container terminal in Singapore, the problems of skewing and horizontal displacement were avoided by constructive measures, such as massive formation of the ground, the column-like supports and the crane runway girder, as well as by using a correction and positioning device for the load handler. Other container terminals, such as those at ECT (Rotterdam), Felixstowe (GB) and HHLA (Hamburg), in which gantry cranes are used, are costly to periodically regenerate the crane carriageway on the ground. This can conflict with the effort to keep the ratio of the costs of the crane track to the costs of the bridge or gantry crane in an economically reasonable ratio.

Basic conditions must be observed when designing and designing bridge or portal cranes. The sum of the elastic deformations of the crane steel structure and the crane carriageway may only marginally influence the positioning accuracy required by the automation of the cranes. The load guide must move within a narrow tolerance range, even under extreme weather conditions, especially in strong winds. In the case of several bridge cranes operating in parallel next to each other and / or in series one behind the other on elevated crane carriageways, the support columns and / or the crane carriageways must not be deformed by the dynamic forces of the wheel loads in such a way that the load can be positioned in the specified manner

Tolerance field becomes impossible. The horizontal forces from the skew should be minimized, optimally up to form-fit driving. When the emergency stop is actuated, the braking system should always generate constant braking forces, regardless of the dynamic wheel loads; the brake system should also take over the function of the standstill brake after reaching the predetermined position in

The crane should be positioned on the rails without play in container storage. So far the function of the standstill brake was translated via the drive train and passed on to the rail wheel. The sum of the games in the drive train (engine brake - engine - clutch - gearbox - rail wheel) made an absolute positioning partially impossible.

Furthermore, a double-rail chassis, in particular for excavators, stackers and similar heavy devices, is known from German patent DE 872 180, the rail wheels of which are rotatably mounted on a so-called balancer. The balancer is in turn supported by a ball or universal joint on a frame construction of the excavator, stacker or similar heavy equipment. The balancer is thus articulated not only about a horizontal axis oriented transversely to the direction of travel of the chassis, but also about a vertical axis.

In the German patent application DE 199 43 098 A1 there is already a chassis for

Container bridges described that also has balancers with rail wheels mounted on them. Here, the balancers are each pivotable about transverse to the direction of travel and horizontally aligned axes.

Patent DE 197 08 750 C2 already discloses a trolley for a crane, preferably a gantry crane, which has wheels with tires arranged side by side in a double arrangement. Each double arrangement of the wheels is mounted in a double wheel swing arm, which is mounted on a balancer via a joint axis running in the direction of travel and horizontally aligned.

The present invention has for its object to improve a generic bridge or gantry crane so that it enables optimal load balancing with a good footprint of the wheels even under unfavorable weather conditions or tolerances.

To solve the problem, it is proposed that a balancer with at least two rail wheels movable on the rails is arranged at all four corner points of the bridge, that the balancers are articulated about a horizontal and a vertically aligned axis aligned transversely to the direction of travel of the bridge and that the balancers arranged on the floating bearing side additionally about a horizontal axis oriented in the direction of travel of the bridge are pivotable.

The bridge or gantry crane, which essentially consists of the rigid and torsionally rigid steel structure, the bridge with rail trolleys, the trolley with rail trolleys and the hoist with its rigid load management, can be represented statically as a three-joint frame. The bridge has a fixed and a floating bearing side, the balancers are articulated around two axes at the corner points of the head girders. These so-called bogies receive an additional third degree of freedom on the loose bearing side. According to the invention, the bogies on the fixed bearing side with the degree of freedom in the Y and Z directions and the bogies are the

Floating bearing side in X, Y and Z direction.

The invention has the clear advantage over the prior art that narrow design tolerances for the crane carriageway which cause high costs, in particular when laying the rails, and narrow manufacturing tolerances of the stacking crane are no longer necessary. Changes, e.g. from the elastic deformations of the overall system, influence as systematic, i.e. under all circumstances (internal and external effects on the system) reproducible deviations the positioning accuracy. Automation of the cranes is therefore possible.

In one embodiment of the invention it is provided that in the area of the rail wheels at least two pairs of guide rollers are rotatably supported about vertical axes, of which each pair of guide rollers engages around the rail on both sides to guide the balancer. This solution enables improved wear-free track guidance compared to the prior art described at the outset, which only provides two-sided wheel flanges on the impellers of the bridge.

According to a favorable embodiment of the invention, it is provided that the main and head girders of the steel structure of the bridge are welded together from box girders in a flexurally and torsionally rigid manner and are provided in their corner regions with downwardly extending brackets in which the vertical and transverse to the direction of travel of the bridge Aligned horizontal pivot axes for the balancers are arranged, each bracket on the fixed bearing with the

Steel structure is connected and each bracket on the bearing side around the in Direction of travel of the bridge aligned horizontal axis is pivotally hinged to the steel structure.

Box girders welded together have a particularly high dimensional stability. Together with the vertical and horizontal storage of the bogies on the

Fixed bearing side and the storage in the mutually aligned X, Y and Z planes on the floating bearing side enables a uniform removal of the horizontal forces and thus an optimized design of the crane carriageway, the rail and their fastening. The reproducibility of the position of the containers in a given tolerance range is mainly in the automated

Operation ensured without corrective measures having to be provided or initiated.

Furthermore, it is provided that when several bridge cranes operating in parallel on crane carriageways are arranged, two adjacent bridge cranes share a crane carriageway with two rails on which the fixed bearing side of the one crane and the floating bearing side of the other crane are supported. So there are two rails on a crane track; the fixed bearing side of one crane is supported on one rail and the floating bearing side of the other crane is supported on the other rail. The load transfer of the mass forces as a result of the trolley travel on the main girders can thus take place in only one of the crane lanes on the fixed bearing side of the bridge.

In order to minimize the horizontal forces from the skew, optimally up to form-fit driving, the automatic overhead crane is equipped with a synchronous control, as is known per se from the prior art, according to another design feature of the invention.

Finally, it is proposed that the overhead crane be equipped with a brake system that is independent of the drive train, which, in conjunction with the rigid load management and the bridge design as a three-link frame, makes it possible to reproduce the position of the containers, depending on the static and mechanical parameters, such as position the cat, ensure the eccentric center of gravity of the load and the change in length of the bridge in the Y direction due to the influence of temperature. The advantages of the invention are seen in the improved economy of the container terminal through the optimization of the overhead crane and the resulting optimal design of the crane track. The performance of the entire terminal is increased because, with the usual use of several cranes operating in parallel, there is no mutual interference between the cranes and therefore there are no restrictions on operations in the container warehouse. Since the containers can be positioned in the container warehouse without taking corrective measures or taking them, the crane is particularly suitable for automatic use.

Another advantage of the invention lies in the intended vertical mounting and the resulting balancing effect. Short bogies can adapt better to the conditions from the permissible tolerances of the rail laying than a rigid running gear running across the entire width of the crane. The vertical storage of the bogies enables a uniform on the fixed bearing side

Removal of the horizontal forces and thus an optimized design of the crane carriageway, the rails and their fastening.

An embodiment of the invention is shown in the drawing and is described below. The description refers to a gantry crane that operates in a container terminal on elevated crane lanes, but it also applies, analogously with regard to the mechanical engineering part, to gantry cranes that move on the rails on the floor. It shows:

1 an automatic container stacking crane,

Fig. 2, the rigid console of the fixed bearing side and the pivoting console of the

Floating bearing side in detail, Fig. 3 shows a bogie with the balancer and brake system as well

Fig. 4 is a schematic representation of the stacking crane shown in Fig. 1.

FIG. 1 shows a perspective illustration of the automatic multi-girder overhead crane 1 as a container stacking crane on the elevated crane runway 2. The columnar supports 2.1 carry the crane runway girder 2.2 on which the pair of rails 2.3 forms the basis for the overhead crane 1. The second, parallel rails 2.4 on the crane runway girder 2.2 are each part of the

Rail pairs on the crane runway girders of the neighboring bridge cranes. The stacking crane essentially consists of the steel structure of the bridge 3, the trolley 4 and the hoist 5 with the rigid load guide 6. The steel structure of the bridge 3 has a fixed bearing side 7 and a floating bearing side 8. The two rigid brackets 9 are fixed on the fixed bearing side 7 , on the floating bearing side 8, the two pivotable brackets 10 via a swivel 11, with the

Steel structure connected to the bridge 3. At all four corner points of the bridge, a bogie 12 with a balancer 12.1, two rail wheels 12.2 and four guide rollers 12.3 are articulated.

The vertical rotary bearings of the bogies 12 on the rigid brackets 9 and on the pivotable brackets 10, each in the Z direction, are not shown in the sketch in FIG. 1, but they can be seen in the enlarged illustration in FIG. 2.

Fig. 2 shows a sectional view of the vertical mounting of the Z-axis 13 of the bogies 12, in the right half of the drawing that of the rigid console 9 of the

Fixed bearing side 7 and in the left half of the drawing that of the bracket 10 of the floating bearing side 8 which can be pivoted about the mounting of the X-axis 14. The base of the bogie suspension are the bearing points of the Y-axis 15.

Fig. 3 shows a sectional view of a bogie 12 with the balancer 12.1. The horizontal rail wheels 12.2 and the vertical guide rollers 12.3, as well as the bearing point of the Y axis 15 on the balancer 12.1 can be seen. In addition to the two rail wheels, one can see the brake system 16, which is independent of the drive train and acts directly on the rails.

4 shows a schematic three-dimensional representation of the automatic container stacking crane 1 in a bridge construction. The pair of rails 2.3 forms the basis for the stacking crane 1. The second, parallel rails 2.4 are each part of the pairs of rails on the crane runway girders of the neighboring cranes. The bridge 3 and the cat 4 can also be seen here. The fixed bearing side 7 and the floating bearing side 8 can be seen on the bridge 3. The two rigid brackets 9 are fixed on the fixed bearing side, and the two pivotable brackets 10 are located on the floating bearing side via the swivel joint 11 connected to that of the bridge 3. At each of the four corner points of the bridge, a bogie 12 with a balancer 12.1, with two rail wheels 12.2 and four guide rollers 12.3 is articulated. Refers to list of marks

1 overhead crane (stacking crane)

2 Elevated crane track

2.1 Column-like support

2.2 crane runway girder

2.3 Pair of rails

2.4 Pair of rails

3 bridge

4 cat

5 hoist

6 Rigid load management

7 Fixed bearing side

8 floating bearing side

9 Rigid console

10 Swivel console

11 swivel

12 Bogie

12.1 balancer

12.2 Rail wheels

12.3 Leadership role

13 Storage of the Z axis

14 Storage of the X axis

15 bearing points on the Y axis

16 braking system

Claims

claims

1. Bridge or gantry crane, in particular in container terminals on rails automatically operating double-girder overhead crane (1), the bridge (3) of which consists of a frame made up of head and main girders, on which a trolley (4) with hoist ( 5) is movable, the bridge (3) a fixed bearing (7) and a floating bearing side (8) for the rail wheels to be moved on all four corner points of the bridge (3) on the rails (2.3; 2.4) of the crane track (2) (12.2), characterized in that at all four corner points of the bridge (3) there is a balancer (12.1) each with at least two rail wheels that can be moved on the rails (2.3; 2.4)

(12.2) is arranged that the balancers (12.1) are articulated around a horizontal (Y) and a vertical axis (Z) oriented transversely to the direction of travel of the bridge (3) and that the on the

Floating side (8) arranged balancers (12.1) can also be pivoted about a horizontal axis (x) aligned in the direction of travel of the bridge (3).

2. Bridge or gantry crane according to claim 1, characterized in that in

Area of the rail wheels (12.2) at least two pairs of guide rollers

(12.3) are rotatably mounted about vertical axes, of which each guide roller pair (12.3) engages around the rail (2.3; 2.4) on both sides for tracking the balancer (12.1).

3. bridge or gantry crane according to claim 1 and 2, characterized in that the main and head girders of the steel structure of the bridge (3) from box girders are welded rigidly and torsionally rigid and in their corner regions with downwardly extending brackets (9, 10 ) are provided, in which the vertical and transverse to the direction of travel of the bridge horizontal pivot axes (Y) for the balancers (12.1) are arranged, with each bracket on the fixed bearing (9) being firmly connected to the steel structure of the bridge (3) and each on the floating bearing Console (10) about the horizontal axis (14) additionally aligned in the direction of travel of the bridge (3) is articulated on the steel structure of the bridge (3).

4. Bridge or gantry crane according to claim 1 to 3, characterized in that when arranging a plurality of bridge cranes (1) operating in parallel next to one another on crane tracks (2), two adjacent bridge cranes (1) have a crane track (2) with two rails (2.3 , 2.4) share on which the fixed bearing side of one crane (1) and the floating bearing side of the other crane (1) are supported.

5. bridge or gantry crane according to claim 1 to 4, characterized in that the bridge crane (1) is equipped with a synchronous control.

6. bridge or gantry crane according to claim 1 to 5, characterized in that the bridge crane (1) is equipped with a brake system (16) independent of the drive train.