Guide rail type simple fastening system for open container ship

Abstract

The invention discloses a guide rail type simple fastening system for an open container ship, which comprises a plurality of groups of open cargo holds arranged in a ship body, box lateral supporting assemblies and box end face supporting assemblies, and a plurality of rows of container groups parallel to the transverse bulkheads of the cargo holds can be stacked in the open cargo holds. The container set comprises a plurality of sets of containers arranged in parallel, the end face of each set of containers is parallel to the transverse bulkhead of the cargo hold, the container end face supporting assembly is fixed to the transverse bulkhead of the cargo hold, and the side face, close to the containers, of the container end face supporting assembly is provided with a plurality of sets of guide rails which are parallel to one another and vertically distributed. The distance between every two adjacent guide rails is matched with the width of a container. The end faces of the containers are fixed through guide rail type fastening, the side faces of the containers are fixed in combination with the lateral supporting assemblies, the containers are used in cooperation with the first automatic stacking cones with the side supports and the second common automatic stacking cones, and the beneficial effects that the number of stacking layers is large, loading and unloading are rapid, and binding is not needed are achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of open container ships, and in particular to a rail-type simple securing system for open container ships. Background Art

[0002] Containers are highly sought after by the transportation industry for their advantages, such as simplified packaging, reduced cargo damage, improved product protection, and high turnover efficiency. Container waterway transport, characterized by its high capacity, convenient turnover, and low per-unit shipping costs, is particularly suitable for bulk cargo transportation, making it the preferred method of container transportation. Container ships are the primary means of water transport, and with the rapid development of shipping, the number of vessels has increased dramatically in the past decade. Some of the goods packed in containers have very demanding transit times, such as fruits, seafood, vegetables, and urgent goods, requiring expedited delivery. With the development of the Yangtze River's golden waterway, cargo connectivity between inland and coastal areas has become even closer, creating a pressing demand for open-top container ships.

[0003] Currently, the number of stacking layers of open container ships is limited by the size of the cargo hold, resulting in a small number of stacking layers. At the same time, they need to be fixed by lashing, which makes it inconvenient for quick loading and unloading. Summary of the Invention

[0004] The present invention aims to solve, at least to some extent, one of the technical problems in the related art. To this end, one object of the present invention is to provide a simple rail-type securing system for open container ships, which has the advantages of multiple stacking layers, fast loading and unloading, and no need for lashing.

[0005] In a first aspect, the present invention proposes a rail-type simple securing system for an open container ship, comprising a plurality of groups of open cargo holds, box side support assemblies and box end support assemblies arranged in the hull, wherein a plurality of rows of container groups parallel to the cargo hold transverse bulkheads can be stacked inside the open cargo hold, the container group comprising a plurality of groups of containers arranged parallel to each other and the end faces of each group of containers are parallel to the cargo hold transverse bulkheads, the box end support assemblies are fixed to the cargo hold transverse bulkheads, the box end support assemblies are provided with a plurality of groups of guide rails parallel to each other and vertically distributed near the sides of the container groups, the spacing between adjacent guide rails is adapted to the width of the containers, the box side support assemblies are arranged at the middle position of two adjacent rows of container groups in the same cargo hold on top of the cargo hold longitudinal bulkheads, and the top height of the lateral support assemblies is flush with the top height of the box end support assemblies;

[0006] When the center point of the container is below the height of the top end of the lateral support assembly and starting from the second layer, the bottom feet of the container on both sides adjacent to the longitudinal bulkhead of the cargo hold on one side of the open cargo hold are abutted and fixed by the automatic stacking cone 1 with side support, and the bottom feet of the remaining containers are abutted and fixed on one side by the automatic stacking cone 1 with side support, and fixed on the other side by the automatic stacking cone 2;

[0007] When the center point of the container is located above the top height of the lateral support assembly and the center point height of the container is lower than a preset height, the bottom feet of the container are fastened by fully automatic twist locks.

[0008] Preferably, the box body lateral support assembly includes a lateral support column one and a lateral support column two, the lateral support column one is arranged on the side of the top of the longitudinal bulkhead of the cargo hold close to the interior of the open cargo hold, and the lateral support column two is arranged on the side of the upper end of the longitudinal bulkhead of the cargo hold away from the interior of the open cargo hold, and the upper end of the lateral support column one and the upper end of the lateral support column two form a stable structure through the connecting rod one and the connecting rod two.

[0009] Preferably, the box end face support assembly includes a lashing bridge for fixing the guide rail, and the lashing bridge is provided on the top of the cargo hold transverse bulkhead.

[0010] Preferably, the lashing bridge includes a fixed column, which is arranged corresponding to the position of the guide rail. The lower end of the fixed column is fixed to the upper end of the cargo hold transverse bulkhead through a second toggle plate. The middle part between adjacent fixed columns is fixed through a platform plate. The upper part of adjacent fixed columns is fixed through a third connecting rod. A first toggle plate is provided at the connection between the fixed column and the third connecting rod.

[0011] Preferably, the automatic stacking cone with side supports includes a stacking cone body, the upper end of the stacking cone body is provided with an upper fixed cone for connecting to the box foot holes of the upper container, the lower end of the stacking cone body is provided with a lower fixed cone for connecting to the box foot holes of the lower container group, and the middle part of the side of the stacking cone body is provided with a lateral support block for abutting and fixing with the side container group, and the lateral support block is connected to the stacking cone body through a transverse support block.

[0012] In a second aspect, the present invention proposes a method for calculating lateral support force, comprising any one of the above-mentioned schemes of the rail-type simple securing system for open container ships, and the method comprises the following steps:

[0013] The kth row of containers is located below the top of the lateral support assembly and the lateral support reaction force R of the top of the first layer of containers from top to bottom is H,k :

[0014]

[0015] Where s represents the first container layer number from top to bottom where the top of the container is lower than the top of the lateral support assembly, k represents the column number of the container, H1 represents the container within the range of container layer number s, and F k,1 It represents the sum of the lateral components within the range of H1;

[0016]

[0017] N y =[(g+a v2 )sinθ m +a r (zz rp )+(a y +a h )cosθ m ]M+F;

[0018] Where i represents the container layer number, M represents the weight of a single container; F represents the wind force on a single container; a r ,z,z rp They represent the ship's roll angular acceleration, the distance between the container center and the baseline, and the distance between the roll center axis and the baseline respectively; a y 、a v2 They represent the ship's sway acceleration and the resultant acceleration of the ship's pitch and heave respectively; θ m Indicates the calculated heel angle, whichever is greater between the maximum roll angle and the static heel angle of the ship returning to the voyage; a h Indicates the inertial acceleration caused by the ship's return;

[0019] The lateral support reaction R at the end of each container below the sth layer in the kth row i,k :

[0020]

[0021] The lateral force R borne by the lateral support assembly at the top of the s-layer container h Equal to the sum of the lateral support reactions of each column:

[0022]

[0023] The lateral force R borne by the lateral support assembly at the top of each container layer below the s layer is i Equal to the sum of the lateral support reactions of each column:

[0024]

[0025] The beneficial effects of the present invention are: the guide rails are used to fix the end faces of the containers, and the lateral support components are combined to fix the sides of the containers. The containers are used in combination through the automatic stacking cone 1 with side supports and the ordinary automatic stacking cone 2, which has the advantages of many stacking layers, fast loading and unloading, and no need for binding. At the same time, a method for calculating the lateral force borne by the lateral support components is disclosed, which is convenient for determining the structural strength of the lateral support components, avoiding the risk of containers falling due to insufficient strength causing structural damage. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In the attached figure:

[0027] Figure 1 This is a top view of a rail-type simple securing system for open container ships proposed by the present invention;

[0028] Figure 2 This is an internal cross-sectional view of the rail-type simple securing system for open container ships proposed by the present invention;

[0029] Figure 3 This is a schematic structural diagram of the box lateral support assembly proposed in the present invention;

[0030] Figure 4 This is a schematic structural diagram of the box end surface support assembly proposed by the present invention;

[0031] Figure 5 This is a schematic diagram of the structure of the lashing bridge proposed in the present invention;

[0032] Figure 6 This is a structural diagram of the automatic stacking cone with side supports proposed by the present invention;

[0033] Figure 7 (a) is a model diagram of the open container ship rail-type simple securing system proposed by the present invention;

[0034] Figure 7 (b) Force model diagram of the kth column of the open container ship rail-type simple mooring system proposed in this invention.

[0035] In the figure: 1- open cargo hold, 2- box side support assembly, 3- box end support assembly, 4- container group, 5- automatic stacking cone 1;

[0036] 21- lateral support column 1, 22- lateral support column 2, 23- connecting rod 1, 24- connecting rod 2;

[0037] 31-guide rail, 32-lashing bridge;

[0038] 51-cone stack body, 52-upper fixed cone, 53-lateral support block, 54-transverse support block, 55-lower fixed cone; 321-fixed column, 322-connecting rod three, 323-toggle plate one, 324-platform plate, 325-toggle plate two. DETAILED DESCRIPTION

[0039] Reference Figure 1 and Figure 2, a rail-type simple securing system for an open container ship, comprising a plurality of open cargo holds 1, a box side support assembly 2 and a box end support assembly 3 arranged in the hull; a plurality of rows of container groups 4 parallel to the cargo hold transverse bulkhead are stacked inside the open cargo hold 1; the container group 4 comprises a plurality of groups of containers arranged parallel to each other and the end face of each group of containers is parallel to the cargo hold transverse bulkhead; the box end support assembly 3 is fixed to the cargo hold transverse bulkhead; a plurality of groups of guide rails 31 parallel to each other and vertically distributed are provided on the side of the box end support assembly 3 near the container group 4; the spacing between adjacent guide rails 31 is adapted to the width of the container; the box side support assembly 2 is arranged at the middle position between two adjacent rows of container groups 4 in the same cargo hold on top of the cargo hold longitudinal bulkhead; the top height of the lateral support assembly 2 is flush with the top height of the box end support assembly 3;

[0040] When the center point of the container is below the height of the top end of the lateral support assembly 2 and starting from the second layer, the bottom feet of the containers on both sides adjacent to the longitudinal bulkhead of the open cargo hold 1 are abutted and fixed by the automatic stacking cone 1 5 with side supports. The bottom feet of the remaining container group 4 are abutted and fixed by the automatic stacking cone 1 5 with side supports on one side, and fixed by the automatic stacking cone 2 on the other side.

[0041] When the center point of the container is above the top height of the lateral support assembly 2 and the center point height of the container is lower than the preset height, the bottom feet of the container are fastened by fully automatic twist locks.

[0042] Specifically, the container groups 4 inside the open cargo hold 1 and parallel to the cargo hold transverse bulkhead are preferably two rows.

[0043] Obviously, based on the above, the container end faces are fixed by the box end face support assembly 3, and the container sides are fixed in combination with the side support assembly 2. The containers are used in conjunction with the automatic stacking cone 1 with side supports and the ordinary automatic stacking cone 2 without side supports, which has the advantages of multiple stacking layers, fast loading and unloading, and no need for lashing.

[0044] It should be noted that both the fully automatic twist lock and the automatic stacking cone 2 adopt the mature automatic stacking cone that has been applied in the existing market, and do not involve structural improvements, so they will not be described in detail here.

[0045] In this embodiment, referring to Figure 1 、 Figure 2 and Figure 3 The box lateral support assembly 2 includes a lateral support column 1 21 and a lateral support column 2 22. The lateral support column 1 21 is arranged on the side of the top of the cargo hold longitudinal bulkhead close to the inside of the open cargo hold 1, and the lateral support column 2 22 is arranged on the side of the upper end of the cargo hold longitudinal bulkhead away from the inside of the open cargo hold 1. The upper ends of the lateral support column 1 21 and the upper ends of the lateral support column 2 22 form a stable structure through the connecting rod 1 23 and the connecting rod 2 24.

[0046] Obviously, based on the above, the container side is fixed by the lateral support column 1 21, the lateral support column 23 and the lateral support protrusion 22, which has a simple structure and is convenient for force analysis.

[0047] In this embodiment, referring to Figure 4 and Figure 5 The box end face support assembly 3 includes a lashing bridge 32 for fixing the guide rail 31, and the lashing bridge 32 is provided at the upper end of the cargo hold transverse bulkhead.

[0048] Obviously, based on the above, the loading space of the cargo hold is expanded by providing the lashing bridge 32 and the guide rail 31 .

[0049] In this embodiment, referring to Figure 5 The lashing bridge 32 includes a fixed column 321, which is arranged at a position corresponding to the guide rail 31. The lower end of the fixed column 321 is fixed to the upper end of the cargo hold transverse bulkhead through a second bracket 325. The middle part between adjacent fixed columns 321 is fixed by a platform plate 324. The upper part of adjacent fixed columns 321 is fixed by a third connecting rod 322. A first bracket 323 is provided at the connection between the fixed column 321 and the third connecting rod 322.

[0050] Obviously, based on the above: the setting of the fixed column 321 provides support for the guide rail 31 on the upper part of the cargo hold, and the setting of the connecting rod three 322 and the platform plate 324 is used to strengthen the strength of the lashing bridge 32.

[0051] In this embodiment, referring to Figure 6 The automatic stacking cone 5 with side supports includes a stacking cone body 51. The upper end of the stacking cone body 51 is provided with an upper fixed cone 52 for connecting with the box foot holes of the upper container group 4, and the lower end of the stacking cone body 51 is provided with a lower fixed cone 55 for connecting with the box foot holes of the lower container group 4. The middle part of the side of the stacking cone body 51 is provided with a lateral support block 53 for abutting and fixing with the side container group 4. The lateral support block 53 is connected to the stacking cone body 51 through a transverse support block 54.

[0052] Obviously, based on the above, when the containers are stacked, the upper and lower groups of containers are fixed by the upper fixing cone 52 and the lower fixing cone 55, and the side containers are fixed by the lateral support blocks 53, which greatly enhances the stability of the container stacking.

[0053] As another embodiment of the present application, refer to Figure 7 This embodiment proposes a method for calculating lateral support force, including any of the above-mentioned schemes of the open container ship rail-type simple securing system, and the method steps are as follows:

[0054] The kth row of container group 4 is located below the top of the lateral support assembly 2. The lateral support reaction force R of the top of the first layer of containers from top to bottom is H,k :

[0055]

[0056] Where s represents the first container layer number from top to bottom whose top is lower than the top of the lateral support assembly 2, k represents the column number of the container, H1 represents the container within the range of container layer number s, F k,1 It represents the sum of the lateral components within the range of H1;

[0057]

[0058] N y =[(g+a v2 )sinθ m +a r (zz rp )+(a y +a h )cosθ m ]M+F;

[0059] Where i represents the container layer number, M represents the weight of a single container; F represents the wind force on a single container; a r ,z,z rp They represent the ship's roll angular acceleration, the distance between the container center and the baseline, and the distance between the roll center axis and the baseline respectively; a y 、a v2 They represent the ship's sway acceleration and the resultant acceleration of the ship's pitch and heave respectively; θ m Indicates the calculated heel angle, whichever is greater between the maximum roll angle and the static heel angle of the ship returning to the voyage; a h Indicates the inertial acceleration caused by the ship's return;

[0060] The lateral support reaction R at the end of each container below the sth layer in the kth row i,k :

[0061]

[0062] The lateral force R borne by the lateral support assembly 2 at the top of the s-layer container h Equal to the sum of the lateral support reactions of each column:

[0063]

[0064] The lateral force R borne by the lateral support assembly 2 at the top of each container layer below the s layer i Equal to the sum of the lateral support reactions of each column:

[0065]

[0066] The wind force F acting on a single container is expressed as follows:

[0067] F = PA;

[0068] Where P represents the unit calculated wind pressure, q = 0.663 kPa for containers on the outside of the ship's side, q = 0 for containers in the middle and cargo holds, and A is the lateral area of ​​the container subject to wind pressure. When the distance between adjacent container stacks does not exceed 1 m, the wind load on the inner containers can be ignored. When the distance between container stacks is 5 m or more, the wind load on the inner containers should be fully accounted for. For distances between 1 m and 5 m, linear interpolation calculations are required. When the exposed area is less than 1 / 3 of the lateral area, the wind load can be ignored.

[0069] Inertial acceleration a caused by the ship returning to its destination h It is expressed as follows:

[0070]

[0071] Where C represents the dynamic coefficient from initial steering to steady steering; V m Indicates the maximum operating speed allowed for a ship returning to its voyage; A R It represents the rudder area. When there are more than two main rudders, take 0.8 times of their total. L represents the length of the ship and d represents the draft.

Claims

1. A rail-type simple securing system for open container ships, characterized by: The invention comprises a plurality of open cargo holds (1), a box lateral support assembly (2) and a box end face support assembly (3) arranged in the hull, wherein a plurality of rows of container groups (4) parallel to the cargo hold transverse bulkhead can be stacked inside the open cargo hold (1), the container group (4) comprises a plurality of containers arranged in parallel with each other and the end face of each container group is parallel to the cargo hold transverse bulkhead, the box end face support assembly (3) is fixed to the cargo hold transverse bulkhead, the box end face support assembly (3) is provided with a plurality of guide rails (31) parallel to each other and vertically distributed on the side of the container group (4), the spacing between adjacent guide rails (31) is adapted to the width of the container, the box lateral support assembly (2) is arranged at the middle position of two adjacent rows of container groups (4) in the same cargo hold on the top of the cargo hold longitudinal bulkhead, and the top height of the lateral support assembly (2) is flush with the top height of the box end face support assembly (3); When the center point of the container is located below the top height of the lateral support assembly (2) and starting from the second layer, the bottom box feet on both sides of the container adjacent to the longitudinal bulkhead of the cargo hold on one side of the open cargo hold (1) are abutted and fixed by the automatic stacking cone 1 (5) with side supports, and the bottom box feet of the remaining container are abutted and fixed on one side by the automatic stacking cone 1 (5) with side supports, and the other side is fixed by the automatic stacking cone 2; When the center point of the container is located above the top height of the lateral support assembly (2) and the center point height of the container is lower than a preset height, the bottom feet of the container are fastened by fully automatic twist locks.

2. The open container ship rail-type simple securing system according to claim 1, characterized in that: The box body lateral support assembly (2) includes a lateral support column 1 (21) and a lateral support column 2 (22), wherein the lateral support column 1 (21) is arranged on a side of the upper end of the cargo hold longitudinal bulkhead close to the inside of the open cargo hold (1), and the lateral support column 2 (22) is arranged on a side of the upper end of the cargo hold longitudinal bulkhead away from the inside of the open cargo hold (1), and the upper end of the lateral support column 1 (21) and the upper end of the lateral support column 2 (22) form a stable structure through a connecting rod 1 (23) and a connecting rod 2 (24).

3. The open container ship rail-type simple securing system according to claim 1, characterized in that: The box end surface support assembly (3) comprises a lashing bridge (32) for fixing the guide rail (31), and the lashing bridge (32) is arranged on the top of the cargo hold transverse bulkhead.

4. The rail-type simple securing system for an open container ship according to claim 3, characterized in that: The lashing bridge (32) includes a fixed column (321), the fixed column (321) is arranged corresponding to the position of the guide rail (31), the lower end of the fixed column (321) is fixed to the upper end of the cargo hold transverse bulkhead through a second toggle plate (325), the middle part between adjacent fixed columns (321) is fixed through a platform plate (324), the upper part of adjacent fixed columns (321) is fixed through a third connecting rod (322), and a first toggle plate (323) is provided at the connection between the fixed column (321) and the third connecting rod (322).

5. The open container ship rail-type simple securing system according to claim 1, characterized in that: The automatic stacking cone (5) with side supports comprises a stacking cone body (51), the upper end of the stacking cone body (51) is provided with an upper fixed cone (52) for connecting to the box foot hole of the upper container, the lower end of the stacking cone body (51) is provided with a lower fixed cone (55) for connecting to the box foot hole of the lower container group, and the middle part of the side of the stacking cone body (51) is provided with a lateral support block (53) for abutting and fixing with the side container group, and the lateral support block (53) is connected to the stacking cone body (51) through a transverse support block (54).

6. A method for calculating lateral support force, characterized in that: The method comprises the open container ship rail-type simple securing system according to any one of claims 1 to 5, wherein the method comprises the following steps: The kth row of container group (4) is located below the top of the lateral support assembly (2) and the lateral support reaction force R of the top of the first layer of containers from top to bottom is H,k : Where s represents the first container layer number from top to bottom whose top is lower than the top of the lateral support assembly (2), k represents the column number of the container, H1 represents the container within the range of container layer number s, F k,1 It represents the sum of the lateral components within the range of H1; N y =[(g+a v2 )sinθ m +a r (z-z rp )+(a y +a h )cosθ m ]M+F; Where i represents the container layer number, M represents the weight of a single container; F represents the wind force on a single container; a r ,z,z rp They represent the ship's roll angular acceleration, the distance between the container center and the baseline, and the distance between the roll center axis and the baseline respectively; a y 、a v2 They represent the ship's sway acceleration and the resultant acceleration of the ship's pitch and heave respectively; θ m Indicates the calculated heel angle, whichever is greater between the maximum roll angle and the static heel angle of the ship returning to the voyage; a h Indicates the inertial acceleration caused by the ship's return; The lateral support reaction R at the end of each container below the sth layer in the kth row i,k : The lateral force R borne by the lateral support assembly (2) at the top of the s-layer container h Equal to the sum of the lateral support reactions of each column: The lateral force R borne by the lateral support assembly (2) at the top of each container layer below the s layer is i Equal to the sum of the lateral support reactions of each column:

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