A magnetic holder type automatic container securing mechanism

Abstract

The present application relates to a kind of magnetic support type automatic container securing mechanism, for the ship of container ship, multipurpose ship deck needs to be stacked multilayer container ship, be arranged in the top area of ship transverse bulkhead, main bridge body is as the support structure of magnetic support, through movement component connection front, rear magnetic support, by rotating motor driven rotatable front, rear magnetic support, the electromagnet on front, rear magnetic support is attracted on the vertical pillar of both sides container, realize to container stacking fixed.The present application not only cancels the traditional container securing method, reduces the workload of crew, saves the artificial cost and time cost of ship owner, but also can provide more stable fixation to box body, and be applicable to high box and standard box arbitrary arrangement condition.The present application is built with high-strength steel material, compared with conventional binding bridge design, the structure weight can be reduced by more than 30%, magnetic support can be made higher in prefabrication process, to further improve the position of magnetic attraction point, increase container ship deck stacking weight.

Description

Technical Field

[0001] This invention relates to an automatic container securing mechanism, and more particularly to a magnetic chuck type automatic container securing mechanism. Background Technology

[0002] During a ship's voyage, containers remain almost stationary along the ship's length, but the ship's heeling can cause them to capsize along its beam. Therefore, counteracting the heeling force of stacked containers is crucial for ensuring safe navigation. The lashing bridge is currently the primary mechanism for securing containers on container ships. It features eye plates, and crew members use lashing rods to connect the container corners to these eye plates, transferring the overturning force to the lashing bridge to prevent the containers from falling off. With the increasing size of container ships, deck stacking weights are growing. To meet the maximum stacking weight requirements on decks, lashing bridges on large container ships have gradually evolved to four-layer heights to accommodate 13-layer deck stacking. This has resulted in a continuously increasing workload for crew members in lashing, and also increased berthing time for container ships at the terminal, raising both labor and time costs for ship owners.

[0003] In the prior art, invention patent 202211151055.3 provides an electromagnetic lashing bridge for container ships. This invention eliminates the arrangement of eye plates and the use of lashing rods, reducing the workload of eye plate position design and lashing rod selection design. However, the position of the electromagnet is fixed. Due to the strength of the transverse bulkhead and the requirements of outfitting arrangement, the distance between the container end face and the lashing bridge is unavoidable. The magnetic field generated by the fixed electromagnet is difficult to provide a strong magnetic attraction force to the container body hundreds of millimeters away. In invention patent 202211151055.3, the magnetic end face of the electromagnet is parallel to the front and rear end faces of the container. Although it can provide magnetic attraction force, the electromagnet lacks a reinforcing structure along the width of the ship, which may be insufficient to counteract the overturning force of the container along the width of the ship, posing a risk of strength damage. Furthermore, invention patent 202211151055.3 does not specify the magnetic attraction object of the electromagnet, nor does it explain whether it is applicable in the case of mixed high and low containers. Summary of the Invention

[0004] To address the aforementioned technical problems, this invention proposes a magnetic chuck-type automatic container securing mechanism. This mechanism not only eliminates traditional container securing methods, reduces crew workload, and saves shipowners labor and time costs, but also provides more stable container fixation and is suitable for arbitrary arrangements of high-cube and standard-cube containers. When constructed using high-strength steel, the proposed magnetic chuck-type automatic container securing mechanism can reduce structural weight by more than 30% compared to conventional lashing bridge designs. The magnetic chuck can be made taller during prefabrication, thereby increasing the position of the magnetic chuck points and improving the stacking weight on the container ship deck.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a magnetic chuck type automatic container securing mechanism for cargo ships that need to stack multiple layers of containers on the deck of container ships and multi-purpose ships, arranged at the top area of ​​the ship's transverse bulkhead, including: a main bridge body, a moving component, and a magnetic chuck mechanism. The main bridge body serves as the supporting structure for the magnetic chuck, and the front and rear magnetic chucks are connected through the moving component. The rotating front and rear magnetic chucks are driven by a rotating motor to attract the electromagnets on the front and rear magnetic chucks to the vertical support columns of the containers on both sides, thereby achieving the fixing of container stacking.

[0006] Furthermore, the main bridge body includes three horizontal platforms, guide columns, ordinary columns, diagonal bracing square tubes, reinforced panels, a pivot support structure, and a tension pivot. The first horizontal platform is a crew passage, the second horizontal platform is an equipment maintenance platform, and the third horizontal platform is a partially raised, discontinuous platform used to house rotating motors.

[0007] Furthermore, the diagonal bracing square tube is used to support the tension pivot at the top of the guide column and the side column, and also supports the third-level horizontal platform. The bottom of the diagonal bracing square tube is arranged at the intersection of the second-level horizontal platform and the ordinary column.

[0008] Furthermore, the guide columns are used to guide the large hatch to fall. Four guide columns are set on each of the front and rear sides of the main bridge. The cross-section of the guide columns is rectangular, with the short side along the width of the ship and the long side along the length of the ship. They are made of high-strength steel, and a pivot support structure is arranged between the tops of the guide columns on both sides.

[0009] Furthermore, the ordinary columns are slightly shorter than the guide columns, are square tubes, and rest on the hatch coaming structure at the bottom. They are used to support the two-layer horizontal platform and the rotating shaft motor platform. The ordinary columns on the side rest on the box column structure and are the same height as the guide columns. A rotating shaft support structure is also arranged between the tops of the ordinary columns on the side.

[0010] Furthermore, the reinforcing panel is located on both sides of the main bridge body, connecting two adjacent columns, and is vertically welded to the horizontal platform plates of each layer. The top of the reinforcing panel is 150mm higher than the horizontal platform plate and is used as a kickboard, while the bottom is 250-400mm lower than the horizontal platform plate.

[0011] Furthermore, the pivot support structure, located between the guide columns on both sides or between the ordinary columns on the side of the ship, is a box-shaped structure built of steel plates with internal reinforcing ribs. The tension pivot passes through it and is rigidly connected to it. There are six tension pivots in total, arranged on the upper part of the second platform, along the width of the ship at the positions of the guide columns and the side columns, with multiple tension pivots collinear. The tension pivot is rigidly connected to the bridge body, and bearings and tensile structures are installed at both ends. The tension pivot is the bottom connection point of the driven force diagonal bar, which is also the rotation base point.

[0012] Furthermore, the moving component includes a driven rod, a driving rod, a rotating motor, and a top rotating shaft of the driving rod. The driving rod is driven by the rotating motor, which moves the front and rear magnetic chucks, but does not bear the tension of the magnetic chucks. The driven rod is driven by the driving rod, which bears most of the weight of the front and rear magnetic chucks and the tension of the magnetic chucks. The rotating motor is a coaxial double-sided reverse motor. When the rotating motor drives the driving rod to rotate around the bottom rotating shaft axis, the front and rear magnetic chucks move along the motion trajectory until they reach the container stacking end face or retract into the inside of the main bridge body.

[0013] Furthermore, the active and passive rods on the front and rear sides of the main rod have different specifications, with one side being slightly smaller and the top rotation axis being lower. When the magnetic suction frame on both sides retracts, the moving rods on both sides will not interfere with each other. The bottoms of the passive rods on both sides are coaxial, and the bottoms of the front and rear passive rods at the same position are fitted onto the same tension axis.

[0014] Furthermore, both the front and rear magnetic chucks consist of several magnetic chuck square tubes arranged in three directions, electromagnets, rotating shaft bases, and electromagnet power supply lines. The front and rear magnetic chucks are planar truss structures welded from multiple rectangular magnetic chuck square tubes. The long side of the magnetic chuck square tubes is parallel to the ship's cross-section, and the short side is along the ship's length. Vertical square tubes are arranged between two rows of containers, four layers of horizontal square tubes are arranged horizontally, and "X"-shaped oblique square tubes are arranged diagonally, forming a triangle with the horizontal and vertical square tubes to improve the structural stability of the magnetic chucks. The rotating shaft base is located at the intersection of the oblique, horizontal, and vertical square tubes of the front and rear magnetic chucks. The container has a circular outer contour, a flat surface on one side, and a boss at the circular position on the other side. Bearings and tensile structures are arranged at both ends of the boss. The rotating shaft base is the top connection point of the driven force-bearing diagonal bar. The electromagnet is located in the plane of the front and rear magnetic chucks, arranged at the intersection of the horizontal and vertical square tubes. It is rectangular in shape, with the long side in the vertical direction and the short side in the ship's width direction. It covers the vertical support tubes of two rows of containers. The end of the electromagnet is welded to the square tube, and the power supply line is arranged inside the square tube. The electromagnet is powered by the ship's electrical grid. When working, it is attracted to the vertical support column of the container, which can solve the magnetic fixation problem of mixed arrangement of standard containers and high containers.

[0015] Furthermore, the structural components of the main bridge body are made of high-strength steel, while the magnetic chuck and moving components are made of high-strength steel or composite materials with better strength, which can increase the overall strength and reduce the structural weight.

[0016] The advantages of this invention compared to existing technologies, due to the adoption of the above-mentioned technology, are as follows:

[0017] 1. By using a magnetic chuck-type automatic container securing mechanism, the use of eyeplates and lashing rods is eliminated, automating and intelligently securing the container body. This reduces the complexity of operations when using conventional securing methods, decreases the workload of crew members, and saves ship owners labor and time costs.

[0018] 2. The magnetic chuck structure design enhances the magnetic securing effect for container stacking. Three layers of electromagnets are arranged within the magnetic chuck, directly contacting the container support columns. A fourth layer of electromagnets is positioned at the hull side, effectively preventing containers from falling due to wind tilting moments. The angled square tubes within the magnetic chuck, arranged along the direction of container stress, effectively transfer tensile stress to the lower main bridge structure, and subsequently to the ship's main structure.

[0019] 3. The magnetic chuck's rotatable design allows it to retract to within the width of the main bridge during loading and unloading, ensuring uninterrupted lifting of containers and hatch covers. After container loading, the mechanism is activated, moving the magnetic chuck to the container's end face, where electromagnets attach it to the container's support pillars. This mechanism reduces container securing time, enabling container ships to depart from the terminal more quickly.

[0020] 4. By designing the magnetic chuck support structure separately and using different rods to drive the magnetic chuck rotation and transmit the force of the magnetic chuck, the structural damage caused by the combined force can be reduced and the service life of the structure can be increased.

[0021] 5. By attaching electromagnets to the container uprights, the reliance of the securing structure on the container corners is reduced, making it suitable for situations where high-cube and standard-cube containers are dropped together. Furthermore, the electromagnets are longer in the vertical direction, resulting in a larger attraction area and better magnetic fixation. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the working state of the magnetic suction frame type automatic container fastening mechanism of the present invention;

[0023] Figure 2 This is a schematic diagram of the arrangement of the magnetic suction frame type automatic container securing mechanism of the present invention in the double-sided retracted state, viewed from the bow to the stern.

[0024] Figure 3 This is a schematic diagram of a single-sided magnetic chuck structure of the magnetic chuck type automatic container fastening mechanism of the present invention;

[0025] Figure 4 This is a schematic diagram of the magnetic support mechanism of the magnetic suction frame type automatic container fastening mechanism of the present invention;

[0026] Figure 5 This is a schematic diagram of the main bridge structure of the magnetic suction frame type automatic container securing mechanism of the present invention;

[0027] Figure 6 This is a schematic diagram of the driven force rod and the driving rod of the magnetic suction frame type automatic container fastening mechanism of the present invention.

[0028] Figure 7 This is a schematic diagram of the retracted state of the magnetic suction frame type automatic container securing mechanism of the present invention, viewed from the starboard side to the port side;

[0029] Figure 8 This is a schematic diagram of the magnetic suction frame type automatic container securing mechanism of the present invention in its deployed state, viewed from the starboard side to the port side;

[0030] Figure 9 This is a schematic diagram showing the attachment state between the electromagnet and the container support column of the magnetic suction frame type automatic container securing mechanism of the present invention. Detailed Implementation

[0031] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, but this is not intended to limit the scope of the invention.

[0032] Please see Figures 1 to 8 As shown, in an embodiment of the present invention, a magnetically attached container automatic securing mechanism is proposed, comprising: a main bridge body 1, a first-level horizontal platform 11, a second-level horizontal platform 12, a third-level horizontal platform 13, guide columns 14, ordinary columns 15, diagonal bracing square tubes 16, reinforcing panels 17, a boarding ladder 18, a refrigerant container socket 19, and handrails 110; a hull section 2, side column 21, large hatch cover 22, high container 23, standard container 24, and container supports. Column 25, main deck 22; bottom pivot axis 3, pivot support mechanism 31, tension pivot 32, pivot anti-tension mechanism 33, driven rod 34, driving rod 35, rotating motor 36; bow side magnetic chuck 4, driven rod top pivot axis 41, magnetic chuck horizontal square tube 42, magnetic chuck vertical square tube 43, magnetic chuck oblique square tube 44, electromagnet 45, driving rod top rotation axis 46, driving rod top pivot 47, motion trajectory 48, pivot base 49; stern side magnetic chuck 5.

[0033] The main bridge 1 serves as the supporting structure for the magnetic chuck mechanism. Its upper inclined square tube 16 bears the tension of the magnetic chuck and transmits the tension to the hull section 2 through the guide column 14, ordinary column 15, and side box column 21. To avoid strength failure, all structural components inside the main bridge 1 are made of high-strength steel.

[0034] The reinforced panel 17 is arranged on both sides of the first horizontal platform 11, the second horizontal platform 12, and the third horizontal platform 13, and connects to two adjacent columns in the width direction of the ship. It can serve as a kickboard for the crew to walk on, and also improve the overall strength of the main bridge body 1.

[0035] The reinforcing panel 17 is located on both sides of the main bridge body 1, connecting two adjacent columns and being welded vertically to the horizontal platform plates of each layer. The top of the reinforcing panel 17 is 150mm higher than the horizontal platform plate and is used as a kickboard, while the bottom is 250-400mm lower than the horizontal platform plate.

[0036] Guide pillars 14 are guiding structures for the lowering of container hatch covers during hoisting. In this invention, one guide pillar is arranged for every four rows of containers; however, the specific arrangement should be considered for different ship types. The guide pillars function the same as those on conventional lashing bridges, guiding the lowering of the hatch covers. There are four pillars on each side of the main bridge, with a rectangular cross-section: a short side of 200mm along the ship's width and a long side of 350mm-400mm along the ship's length, made of high-strength steel. A pivot support structure is arranged between the tops of the guide pillars on both sides.

[0037] The ordinary column 15 is slightly shorter than the guide column 14. It is a square tube with a cross-section of 200mm × 200mm, and its bottom rests on the hatch coaming structure. It is used to support the two-level horizontal platform and the rotating motor platform. In particular, the ordinary column 15 on the side rests on the box column structure and has the same height as the guide column 14. The top of the ordinary column 15 on the side is also arranged with a pivot support structure.

[0038] The diagonal bracing square tube 16 is used to support the tension pivot at the top of the guide column 14 and the side column, and also supports the third-level horizontal platform 13. The bottom of the diagonal bracing square tube 16 is located at the intersection of the second-level horizontal platform 12 and the ordinary column 15.

[0039] The pivot support structure 31, located between the two guide columns 14 or between the ordinary columns 15 on the side of the ship, is a box-shaped structure built of steel plates with internal reinforcing ribs. The tension pivot 32 passes through it and is rigidly connected to it.

[0040] There are six tension-bearing shafts 32, arranged on the upper part of the second-level horizontal platform 12, along the width of the ship at the positions of the guide pillars 14 and the side pillars, with the multiple tension-bearing shafts 32 collinear. The tension-bearing shafts 32 are rigidly connected to the bridge hull, and bearings and tensile structures are installed at both ends. The tension-bearing shaft 32 is the bottom connection point of the driven force diagonal bar, and also the rotation base point.

[0041] The refrigerant container sockets 19 are arranged in the first horizontal platform 11 and the second horizontal platform 12. The specific arrangement location depends on the ship type, but the total number of socket interfaces should not be less than the total number of containers on the first and second layers of the hatch cover.

[0042] The third-level horizontal platform 13 is a partially elevated platform, supported by ordinary columns 15 and rhomboid tubes 16. First, it needs to provide sufficient space for the rotating motor 36, and second, it needs to bear part of the weight of the magnetic chuck.

[0043] A pivot support structure 31 is arranged on the top of the guide column 14 of the main bridge body 1 or the ordinary column 15 on the side of the ship. A tension pivot 32 passes through it and is welded to it. Bearings are arranged on both sides of the tension pivot 32. The bottom of the driven rod 34 is fitted onto the tension pivot. A pivot anti-tension mechanism 33 is arranged on the outside of the driven rod to ensure that the front and rear magnetic suction frames 4 and 5 will not fall off the tension pivot 32 while being subjected to lateral tension. The top of the driven rod 34 is fitted onto the bearing of the shaft base, and its axial displacement is restricted by the anti-tension structure. The cross-section of the driven force diagonal bar is also rectangular, narrower at the top and wider at the bottom. When the ship is in the lashed state and is listing, the driven force diagonal bar transmits the lateral force of the magnetic suction frame to the two lower bridge bodies along the diagonal bar direction.

[0044] The driven rod 34 and the driving rod 35 are the supporting structures for the front and rear magnetic suction frames 4 and 5, respectively, and are made of high-strength steel or other materials with better strength.

[0045] The top pivot of the active rod 35 is a circular tube structure, which is arranged between the two driven force-bearing diagonal rods and rigidly connected to them. It is close to the shaft base, and a rotating bearing is arranged in the middle section, which is the upper connection point of the active rod.

[0046] The rotating motor 36 is a coaxial, double-sided, reverse-rotating motor that can drive the drive rod 35 to rotate. The axis of the rotating shaft coincides with the axis of the rotating motor 36.

[0047] The active lever 35 is the mechanism that drives the magnetic chuck to rotate. Its bottom is connected to one end of the rotating motor 36, and its top is connected to the active lever shaft. When the motor starts, it rotates the magnetic chuck from the docking position to the suction position on the end face of the container.

[0048] The driven rods 34 of the front and rear magnetic chucks 4 and 5 have different specifications. When the container ship berths in port and both magnetic chucks retract simultaneously, the driven rods 34 on both sides will not interfere with each other. The driven rod 34 is the most important force transmission component in this mechanism, and its oblique arrangement can achieve a better tensile force transmission effect. After the magnetic chuck rotates to the end face of the container, the driven rod 34 is locked by the clamp on the rotating shaft support mechanism 31, and the rotating motor 36 stops working.

[0049] The active rod 35 is arranged parallel to the mid-longitudinal section of the ship, and its top is fitted onto the active rod top pivot 47 between the driven rods 34. It is almost not subjected to oblique tension and can only drive the magnetic chuck to rotate.

[0050] An independent emergency power storage device is installed inside the hatch coaming below the mechanism to provide emergency power to the mechanism in the event of a generator failure.

[0051] like Figure 4As shown, the bottom rotating shaft axis 3, the top rotating shaft axis 41 of the force-bearing rod, and the top rotating shaft axis 47 of the driving rod are all located in the same plane. Regardless of the movement of the mechanism, the position of the bottom rotating shaft axis 3 remains fixed, and this plane always rotates around the bottom axis 3.

[0052] like Figure 7 As shown, when the rotating motor 36 drives the active rod 35 to rotate around the bottom rotating shaft axis 3, the front and rear magnetic chucks 4 and 5 move along the motion trajectory 48 until they reach the container stacking end face or retract into the main bridge body. The plane where the magnetic chuck is located is always parallel to the container end face, that is, perpendicular to the ship's length direction. When the magnetic chuck retracts, the outermost part does not exceed the reinforcing panel along the ship's length direction; when the magnetic chuck moves to the container end face, the specific angle of the rotating shaft depends on the ship type.

[0053] like Figure 3 As shown, the front and rear magnetic chucks 4 and 5 are composed of a horizontal square tube 42, a vertical square tube 43, and a diagonal square tube 44. Five pivot bases 49 are arranged at the second layer of horizontal square tubes to serve as the upper connection points of the driven rod 34. The pivot base 49 also has bearings and a pivot anti-tension mechanism 33. The magnetic chuck has a raised layer on the hull side, similar to the wind lashing platform of the lashing bridge of a container ship.

[0054] The forward and aft magnetic chucks 4 and 5 are planar truss structures welded from multiple rectangular square tubes. The long sides of the square tubes are parallel to the ship's transverse section, and the short sides run along the ship's length. There are two cross-sectional sizes and four arrangement directions for the square tubes. Vertical square tubes are arranged between two rows of containers, and four layers of horizontal square tubes are arranged horizontally. The cross-sectional dimensions of the vertical and horizontal square tubes are relatively small. "X"-shaped oblique square tubes are arranged diagonally, forming a triangle with the horizontal and vertical square tubes to improve the structural stability of the magnetic chuck. Larger cross-sectional dimensions are selected for the oblique square tubes along the direction of force on the magnetic chuck. The magnetic chucks are raised approximately 2–2.6 meters at both sides to prevent the containers from overturning due to wind tilting moments.

[0055] Electromagnet 45 is located within the plane of the magnetic chuck, positioned at the intersection of the horizontal and vertical square tubes. It is rectangular in shape, with its longer side running vertically (800mm–1200mm) and its shorter side running the width of the ship (220mm–360mm), covering the vertical support tubes of two rows of containers. The electromagnet's end is welded to the square tube, and the power supply line is located inside the tube. When the magnetic chuck is retracted, power to the electromagnet ceases, its magnetism disappears, and it does not affect container lifting.

[0056] The pivot base 49 is located at the intersection of the oblique square tube, horizontal square tube, and vertical square tube of the magnetic chuck. Its outer contour is circular, and its thickness is 60mm. One side of the container is flat, while the other side has a boss at a circular position. Bearings and tensile structures are arranged at both ends of the boss. The pivot base serves as the top connection point for the driven force-bearing diagonal rod.

[0057] The electromagnet 45 covers two adjacent rows of container support columns 25, with a vertical length varying from 800 to 1200 mm. The power supply line of the electromagnet 45 runs inside the horizontal square tube 42, the vertical square tube 43, and the oblique square tube 44 of the magnetic chuck, connects to the main bridge 1 along the inside of the driven rod 34, and then connects to the power supply network of the hull section 2, which is powered by the ship's generator. Figure 9 This is the state in which the electromagnet is attracted to the container support column 25.

[0058] The above description is only a preferred embodiment of the present invention and is not intended to limit the implementation and protection scope of the present invention.

[0059] Furthermore, in a preferred embodiment, the ship's power generation or energy storage device provides intelligent power to the electromagnet 45. That is, when the ship detects complex sea conditions, the ship's power system increases the power supply current to the electromagnet 45 to enhance the magnetic attraction and fixation effect of the magnetic rack on the container stacking, preventing the containers from falling off; while in normal sea conditions, the power supply current to the electromagnet 45 is reduced to save energy while ensuring the safety of the containers.

[0060] Furthermore, in a preferred embodiment, the front and rear magnetic chucks 4 and 5 can be equipped with container power supply devices to directly supply power to the refrigerated containers, eliminating the need for the refrigerated container socket 19 on the main bridge body 1.

[0061] Furthermore, in a preferred embodiment, the horizontal square tube 42, the vertical square tube 43, and the oblique square tube 44 of the magnetic chuck are made of high-strength composite materials to improve the overall strength of the front and rear magnetic chucks 4 and 5 and reduce the structural weight.

[0062] Furthermore, in a preferred embodiment, the electromagnet on the magnetic holder should be an independent, detachable module for easy replacement and return to the factory for repair.

[0063] The above are merely preferred embodiments of the present invention and are not intended to limit the implementation methods and protection scope of the present invention. Those skilled in the art should recognize that any equivalent substitutions and obvious changes made based on the description and illustrations of the present invention should be included within the protection scope of the present invention.

Claims

1. A magnetic-clip type automatic container securing mechanism, used on container ships and multi-purpose ships where multiple layers of containers need to be stacked on the deck, arranged at the top area of ​​the ship's transverse bulkhead, characterized in that, include: The system comprises a main bridge body, moving components, and a magnetic chuck mechanism. The main bridge body serves as the support structure for the magnetic chucks. The moving components connect the front and rear magnetic chucks, which are rotatable and driven by a rotating motor. This allows the electromagnets on the front and rear magnetic chucks to adhere to the vertical supports of the containers on both sides, thus securing the containers in a stacked configuration. The moving components include a driven rod, a driving rod, a rotating motor, and a top shaft on the driving rod. The driving rod, driven by the rotating motor, moves the front and rear magnetic chucks but does not bear any tension on the magnetic chucks. The driven rod is driven by the driving rod. It bears most of the weight of the front and rear magnetic chucks and the tension of the magnetic chucks; the rotating motor is a coaxial double-sided reverse motor. When the rotating motor drives the active rod to rotate around the bottom rotating shaft axis, the front and rear magnetic chucks move along the motion trajectory until they reach the container stacking end face or retract into the inside of the main bridge body; the front and rear magnetic chucks are each composed of several magnetic chuck square tubes arranged in three directions, electromagnets, rotating shaft bases, and electromagnet power supply lines. The front and rear magnetic chucks are welded from multiple rectangular magnetic chuck square tubes. The resulting planar truss structure has a magnetic chuck with its long side parallel to the ship's cross-section and its short side along the ship's length. Vertical square tubes are arranged between two rows of containers, four layers of horizontal square tubes are arranged horizontally, and "X"-shaped oblique square tubes are arranged diagonally, forming a triangle with the horizontal and vertical square tubes to improve the structural stability of the magnetic chuck. The rotating shaft base is located at the intersection of the oblique, horizontal, and vertical square tubes of the front and rear magnetic chucks. Its outer contour is circular, with a flat surface on one side of the container and a boss at the circular position on the other side. The boss has two ends... The system includes bearings and tensile structures, with the shaft base serving as the top connection point for the driven force-bearing diagonal bar. The electromagnets are located within the plane of the front and rear magnetic chucks, positioned at the intersection of horizontal and vertical square tubes. They are rectangular in shape, with the long side vertical and the short side horizontal (ship width), covering the vertical support tubes of two rows of containers. The electromagnet ends are welded to the square tubes, and the power supply lines are located inside the square tubes. Powered by the ship's electrical grid, the electromagnets attract the vertical support columns of the containers during operation, effectively solving the magnetic securing problem for mixed arrangements of standard and high-cube containers.

2. The magnetic suction frame type automatic container securing mechanism according to claim 1, characterized in that: The main bridge body includes three horizontal platforms, guide columns, ordinary columns, diagonal bracing square tubes, reinforced panels, a rotating shaft support structure, and a tension rotating shaft. The first horizontal platform is a crew passage, the second horizontal platform is an equipment maintenance platform, and the third horizontal platform is a partially raised, discontinuous platform used to house rotating motors.

3. The magnetic suction frame type automatic container securing mechanism according to claim 2, characterized in that: The diagonal bracing square tube is used to support the tension pivot at the top of the guide column and the side column, and also supports the third-level horizontal platform. The bottom of the diagonal bracing square tube is arranged at the intersection of the second-level horizontal platform and the ordinary column.

4. The magnetic suction frame type automatic container securing mechanism according to claim 2, characterized in that: The guide columns are used to guide the large hatch cover to fall. Four guide columns are set on each of the front and rear sides of the main bridge. The cross-section of the guide columns is rectangular, with the short side along the width of the ship and the long side along the length of the ship. They are made of high-strength steel, and a pivot support structure is arranged between the tops of the guide columns on both sides.

5. The magnetic suction frame type automatic container securing mechanism according to claim 2, characterized in that: The ordinary columns are shorter than the guide columns, are square tubes, and rest on the hatch coaming structure at the bottom. They are used to support the two-layer horizontal platform and the swivel motor platform. The ordinary columns on the side rest on the box column structure and are the same height as the guide columns. A swivel support structure is also arranged between the tops of the ordinary columns on the side.

6. The magnetic suction frame type automatic container securing mechanism according to claim 2, characterized in that: The reinforcing panels are located on both sides of the main bridge body, connecting two adjacent columns and being welded vertically to the horizontal platform plates of each layer. The top of the reinforcing panels is 150mm higher than the horizontal platform plates and is used as a kickboard, while the bottom is 250-400mm lower than the horizontal platform plates.

7. The magnetic suction frame type automatic container securing mechanism according to claim 2, characterized in that: The pivot support structure is located between the two guide columns or between the ordinary columns on the side of the ship. It is a box-shaped structure built of steel plates with internal reinforcing ribs. The tension pivot passes through it and is rigidly connected to it. There are six tension pivots in total, arranged on the upper part of the second platform, along the width of the ship at the positions of the guide columns and the side columns. The multiple tension pivots are collinear. The tension pivots are rigidly connected to the bridge body, and bearings and anti-tension structures are installed at both ends. The tension pivot is the bottom connection point of the driven force diagonal bar, which is also the rotation base point.

8. The magnetic suction frame type automatic container securing mechanism according to claim 1, characterized in that: The active and driven rods on the front and rear sides of the main bridge body have different specifications, with one side being slightly smaller and the top rotation axis being lower. When the magnetic suction frame on both sides retracts, the moving rods on both sides will not interfere with each other. The bottoms of the driven rods on both sides are coaxial, and the bottoms of the front and rear driven rods at the same position are fitted onto the same tension shaft.

9. The magnetic suction frame type automatic container securing mechanism according to claim 1, characterized in that: The main bridge structure is made of high-strength steel, while the magnetic chuck and moving components are made of high-strength steel or composite materials with even better strength, which can increase the overall strength and reduce the structural weight.

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