The large-scale container transport ships, especially the development of super-Panama ships, put forward newer and higher requirements for quayside container cranes: first, improve the technical parameters of cranes, increase the speed parameters of cranes, and increase the cantilever distance and lifting height; The rated lifting weight under the spreader is increased; The second is to develop and design an efficient shore container loading and unloading system to meet the requirements of large ships for crane productivity. The large-scale container carrier of quayside container crane, especially the development of super Panama ship type, puts forward newer and higher requirements for quayside container crane: first, improve the technical parameters of crane, increase the speed parameters of crane, increase the suspension distance and lifting height; The rated lifting weight under the spreader is increased; The second is to develop and design an efficient shore container loading and unloading system to meet the requirements of large ships for crane productivity. In fact, several foreign companies also attach great importance to the control technology of quayside container cranes, and some have applied for patent documents, such as Mitsubishi Heavy Industries' patent "Method and device for detecting container position in loading and unloading cranes, and control method for container docking and stacking" (patent number: EP1333003a1; +0; Date of application: 2000. 10.27). By processing the image data of the target container obtained from the camera device such as CCD installed on the hanger, the relative position of the target container and the suspended container can be detected with high accuracy. German Siemens AG Siemens AG (DE) patent (patent number: DE10107048; Date of application: 200 102 13). Relates to a loading and unloading method of a container crane, which is also suitable for container ships. Using a PC with a monitor in the cab of the crane, the crane can automatically achieve the expected goal according to the preset value through touch screen operation. "Container Crane" patent of Ishikawa Island Harima Heavy Industry Co., Ltd. (patent number: JP 62157189; +089; Date of application: 1985. 12.27). The crane comprises a container conveying device, a measuring device capable of measuring the horizontal and vertical positions of the container on the ship, and a control device for calculating the movement route of the container conveying device according to the measured container position data to control the movement of the container conveying device. "Container Crane" patent of Hitachi (Japan) Co., Ltd. (patent number JP10-324493; Date of application: 1997.5.23). Among the three trucks moving along the beam and boom, the central truck includes a platform for loading containers. The height of the platform is the height when the reference height is formed by considering the minimum height that the truck can move when the container is lifted, which can shorten the loading and unloading time of the container crane. Foreign container cranes have basically moved towards standardization, automation and serialization. At present, there are dozens of quayside container cranes in service, which are produced by Nelcon, Mitsubishi, Kone, Noell, Morris, Reggiane-Paceco, Sumitimo HI, Mitsul-Paceco and Mitsubishi respectively, among which Nelcon has the most products. There have always been different ways to choose the structural type of the trolley and main beam of the quayside container crane. American companies usually adopt semi-traction trolley and double box girder; European companies prefer trucks and single box beams; Most Asian companies use traction carts and plate-type single beams. However, 83.2% of the quayside container cranes delivered by 1999 have more than 44m legs. With the increasing scale of quayside container cranes, trucks and single box girder quayside container cranes are showing their advantages. Many single box girder quayside container cranes are produced by foreign companies such as Cokes, Kone and Noell. In recent years, the cranes ordered by APL Los Angeles Company and PSA Singa-Poreport Company, which have the largest number of cranes purchased at one time, all use single box beam trucks, and the manufacturers are Noell and Mitsubishi respectively. Many ports in China use imported or domestic manufacturers' single box girder container cranes. Dalian Port once ordered two slings from ZPMC. The rated lifting capacity of the quayside container crane is 50.88 tons, the cantilever distance is 55 meters, and it adopts a semi-traction trolley and a single box beam. Some people in Japan analyzed the current situation of container cranes in Japanese ports in the magazine クレン (200L, 39 (9) 36 ~ 42), and thought that besides the leg distance is an important parameter of container cranes, the lifting height of the upper rail surface depends not only on the size of container ships and the number of stacked floors on the upper deck, but also on the draught state and tidal height. In Japan, the lifting height of the upper rail surface is concentrated in the range of 24 ~ 25.9 m and 32 ~ 33.9 m, which is equivalent to the statistics of the world ports. The speed of Japanese and world port cars is in the range of 150 ~ 179 m/min. However, in the subdivision of various ship types, the speed of medium-sized Panamanian boats is 120 ~ 149 m/min and 150 ~ 179 m/min, which is different from other ports in the world. The standard super Panama ship is 180 ~ 209 m/min in Japan and the world. Generally speaking, the car speed in Japan is slightly higher than the similar index of container crane equipment commonly used in ports around the world.