JP4202021B2 - Cargo restraint system - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an improved system for reliably and effectively restraining cargo during transport. In particular, the present invention fixes undesired movement of boxes, drums, etc. inside a cargo holding section of a ship, on a flatbed type truck trailer, on a railroad railcar, or inside an integrated transport container such as a truck trailer or railcar. And a new binding system.
[0002]
[Prior art]
Most of the shipping freight for export is placed in a 20-foot or 40-foot rectangular intermodal container, both in the United States and abroad. These containers are made of iron, have corrugated side walls, are structurally self-supporting, and are sturdy. Several intermodal containers can be stacked on top of each other for maritime transport, rail or road transport. Inside the container, a drum or box holds the actual product. Each of these forces can transmit significant forces to the intermodal container.
[0003]
When transported by rail, a flat rail car that transports a container for integrated transport is constructed through a process called bumping. In this process, the flatbed railcar is lifted to a higher level than the ground level of the track and then advanced to the yard where the railcar is switched to form part of the train. When the wagons are advanced to a stationary row of freight cars, a connection is established that fixes each other by impact. However, this impact can give the load a violent up and down movement several times the magnitude of gravity. Also, during transportation, the freight cars are exposed to sudden braking forces, run-in to slope, run-out impacts, rail vibrations, indentations in the track, and swings. When transporting a container for intermodal transport, the load in it is exposed to undulating and forceful forces including swaying, pitching, vertical movement, vibration and swells caused by large waves. On highways, intermodal containers and loads in them experience acceleration loads, centrifugal loads, sudden braking, and vibration.
[0004]
During shipping, intermodal containers and their cargo are two different things for the purpose of movement. The container can be mounted in a cargo holding section of a ship, on a flatbed type railway car, on a flatbed type truck trailer, or the like. However, freight moves freely inside the intermodal container unless it is secured to the container.
[0005]
If the container changes direction or speed, the cargo will continue to follow the existing trajectory until it touches the inner wall of the container. Without some sort of restraint and / or buffer system, the cargo collects significant momentum independent of the container. The amount of momentum is equal to the mass of the object multiplied by its velocity. For large cargo loads, significant momentum can be generated even with minimal changes in direction or speed. When the cargo touches the inner wall or door of the container, the goods absorb the force necessary to reduce this momentum to zero. Such forces can cause damage to the cargo, damage to the inner walls and doors of the container, damage to the package of the cargo, and dangerous leakage if the cargo is a hazardous material. It is therefore undesirable to allow the cargo to have momentum independent of the container. This is accomplished by constraining the cargo in the container so that the cargo and the container are always integrated during transport and function as a single object in operation.
[0006]
In the past, loads were fixed in containers to eliminate unwanted movement and misalignment during transport. Drums, boxes or other containers were restrained in several different ways. Mainly, the cargo was stabilized by means of load locking and timber tension. This system involves placing timber in between the surface of the load and the rear door of the container. However, this is costly, time consuming and generally an inefficient means of securing the load. In this, the blocking process requires carpentry and is often outsourced to a builder. Therefore, the wooden barrier takes time to install and is not effective in terms of cost. In addition, the wooden braces are stiff but somewhat brittle and can be damaged when exposed to sudden impacts. In addition, some operations cannot be performed only by the conventional method of latching loads and stretching by timber. For example, the most efficient means of filling an intermodal container is to double 80 80 gallon drums in a 20 foot long container. However, if this is done, there is only about 1-2 inches between the load surface and the rear door. 1-2 inches is not enough space to place enough timber to properly stretch the load of 80 drums. As a result, when using wood tension as a restraint system, the shipper is forced to ship a container that is not fully filled, thereby reducing transport efficiency and increasing transport costs.
[0007]
Similarly, the Bureau of Explosive has developed criteria for determining whether a particular restraint system can adequately secure harmful cargo. In certain instances, conventional load fixing and wood tensioning methods have failed to obtain approval from the Bureau for shipping harmful cargo.
[0008]
Other known restraining means used ropes, straps or stands. Previous methods tend to show poor performance and are often not functionally suitable for restraining loads even under mild conditions. The result is a packaged package that is effective in function, cost effective, labor efficient, and can comply with the regulations of the Department of Transport and the Department of Explosives. There is a need to fix.
[0009]
At least one method and apparatus for restraining cargo movement that overcomes some of the limitations described above is disclosed in commonly assigned US Pat. No. 4,264,251. The invention disclosed in this patent is used to seal a sealing strip bonded to opposing side walls of a container, a strip of tension members, and a tight, tightly bound restraint by binding the ends of the strip. And an adjacent mechanism. The disclosure of this patent is described in detail and is incorporated herein. Accordingly, the concept of a strip of material used as a barrier for restraining cargo or cargo is disclosed in the '251 patent.
[0010]
In the '251 patent, the member strip was applied in a manner similar to a hanging wallpaper, and a separate adhesive was applied to the surface where adhesion was desired. And a restraining strip was applied. In addition to this requirement for separate adhesives, past systems have had the problem of being weak at joints. At the junction where the strips came together, there was a chance for the panels to be joined together. The container for intermodal transportation has corrugated walls. These corrugations affix the constraining strip to another adhesive, which may not have a uniform application and is substantially more difficult.
[0011]
Past restraint systems required many elements, were difficult to store, difficult to install, and often required a degree of skilled labor. All systems that use straps, claws, anchors, or bolts require significant storage space even when not in use. In addition, such a system increases the safety risk for workers restraining cargo.
[0012]
In addition, products and procedures used in the past, depending on the accessories placed in the cargo container, often failed to secure partial loads. In other words, if the cargo does not reach the rear of the container far away, no need is available in the area where they can be used.
[0013]
The problems suggested above are not intended to be exhaustive but are among many that reduce the effectiveness of cargo restraint systems. While other significant problems may exist, the problems described above are sufficient to show that the cargo restraint system that appears in the prior art is not satisfactory.
[0014]
[Problems to be solved by the invention]
Then, an object of this invention is to provide the cargo constraining system which can solve said subject. This object is achieved by a combination of features described in the independent claims. The dependent claims define further advantageous specific examples of the present invention.
[0015]
[Means for Solving the Problems]
The object of the present invention is to secure loads in shipping containers, such as truck trailers, covered vehicles, intermodal containers, etc., avoiding or minimizing the aforementioned types of problems.
[0016]
Another object of the present invention is to reduce material and labor costs in securing a load in an intermodal container.
[0017]
Yet another object of the present invention is to protect cargo from damage during transport.
[0018]
Yet another object of the present invention is to be able to restrain 80 55 gallon drums double stacked in a 20 ft. Integrated shipping container that can be approved by the Department of Transportation and Explosives Management Bureau. Is to provide a system.
[0019]
A particular object of the present invention is to deliver cargo quickly, reliably and efficiently by unskilled workers, even in integrated shipping containers that are fully self-contained and have corrugated walls. It is to provide a system that can be fixed.
[0020]
Another object of the present invention is to provide efficient and simple removal of the securing system at the cargo arrival point.
[0021]
It is a further object of the present invention to provide improved electricality of the restraint system and to reduce the amount of adhesive required to provide a reliable attachment to the container sidewall.
[0022]
It is a further object of the present invention to provide a system for restraining cargo that can withstand a wide range of temperature and humidity levels to enable use in all weather conditions.
[0023]
BRIEF DESCRIPTION OF THE INVENTION
Certain preferred embodiments of the present invention, intended to achieve at least some of the foregoing objectives, are flexible to resist axially extending forces when exposed to tension under the weight of cargo loads. A substrate or strip member is provided. One side of the strip is at least partially coated with a self-adhesive adhesive. A release paper is applied over the adhesive and the strip is suitable for being wound on a core. The adhesive coated end is suitable for being glued to the container sidewall. The other end of the strip extends laterally around the cargo in the container and is joined to secure the cargo load to the opposing strip mounted on the opposite side wall of the container. The strip increases in width from the first adhesive sidewall engaging portion to the second load enclosure.
[0024]
In use, one release paper is peeled off from the adhesive part of the holding strip. Next, the adhesive surface is automatically bonded to the inner wall of an integrated transport container, a transport container, a tractor trailer, a covered car, or the like. The adhesive portion of the second strip is affixed to the opposite side of the container and the wider portion of the two strips is wrapped around the goods to be included. The ends of the opposing strips extending around the rear of the container overlap at a central location. A tensioning tool is asked to wind the two overlapping ends so that the opposing strips are pulled and taut. The release paper is then removed from the overlapping area or joining area of the strip. A third shorter piece of strip member is then applied to the exposed adhesive of the opposing strip at the joint. Thus, the third shorter strip secures the side strip in place with an adhesive-to-adhesive seal and forms a firm load restraint system.
[0025]
That is, according to the first aspect of the present invention, a load restraint system for fixing cargo in a transportation container such as a container for integrated transportation, a railway covered car, a truck trailer or the like during transportation, the cargo is shifted. Exposed to force, the load restraint system is a first load restraint strip having a first side and a second side, and is associated with resisting axial extension under a tensile load. Flexible and flexible, engages the inner wall of the shipping container at one end, fixes the cargo in its original position, either against the cargo itself during shipping, or the wall or door of the shipping container A strip configured to extend at least partially across the surface of the cargo to be restrained in the container at the other end to prevent cargo shift relative to the surface, and at least at one end of the strip The first side of the strip coated with an adhesive for adhering one end to the inner wall surface of the shipping container, and at least the one end of the first load restraining strip on the first side A release paper that is coextensive with the applied adhesive film and is removably bonded to the adhesive film, and is smaller than the width dimension of the other end of the first load restraining strip A second load restraining strip having the one end of the first load restraining strip having a width dimension and a first side and a second side, and extending axially under a tension load It is easy to bend with resistance and has flexibility, it engages with the inner wall of the shipping container at one end, fixes the cargo in its original position, and against the cargo itself during transportation, Or transportation A strip configured to extend at least partially across the surface of the cargo to be restrained in the container at the other end so as to prevent cargo shift relative to the wall or door surface of the na The first side of the strip coated with an adhesive for adhering the one end of the strip to the inner wall of the shipping container and at least the one end of the second load restraining strip; A release paper that is coextensive with the adhesive film applied to one side and removably adheres to the adhesive film, and a width of the other end of the second load restraint strip The one end of the first load restraining strip having a width dimension less than the dimension, and the first load restraining stream extending at least partially across the load. Extending at least partially across the load and secured to the other end of the first load restraining strip at a joint location for restraining cargo in the shipping container. And the other wide end of the second load restraining strip being joined.
[0026]
The load securing system of the present invention includes at least one of the other wide end of the first side of the first load restraining strip and the other wide end of the first side of the second load restraining strip. An adhesive applied to a portion and a locking load restraining strip having a first side and a second side, the adhesive extending in the same extent as the first side And the adhesive of the locking load strip secures the first and second load restraint strips to an adhesive joint, thereby forming a firm load restraint system. A locking load restraint strip may be further provided that is adhered adjacent to the other wide end of the second load restraint strip. The first load restraining strip has a width dimension of approximately 10 inches at the one end and a width dimension of approximately 15 inches at the other end, and the second load restraining strip is approximately 10 inches at the one end. An inch width dimension may have a width dimension of approximately 15 inches at the other end.
[0027]
The first and second load restraint strips may comprise a polyester substrate and a fiber reinforced network.
[0028]
The adhesive may be an acrylic adhesive having characteristics of automatic adhesion to a steel wall of a shipping container and high shear strength.
[0029]
The first and second load restraint strips may comprise a spunbonded polyester substrate and a fiber reinforcement.
[0030]
The first and second load restraint strips may comprise a substrate and a plurality of reinforcing strands joined to the substrate in a parallel array.
[0031]
The load restraint system has a plurality of fibers joined to the substrate along the restraint strip having a substantially sinusoidal cross pattern to provide improved stability of the restraint system during transport. A reinforced strand may be further provided.
[0032]
The one end of each of the first and second load restraint strips includes a generally rectangular component configured to be adhered to a sidewall of a shipping container, the first and second load restraint strips. The strips may each comprise a curved component formed as a generally truncated cone having a truncated cone top extending integrally from one end of the generally rectangular component. .
[0033]
The substantially truncated conical side wall may be arcuate and recessed outwardly.
[0034]
The load restraint system is a generally rectangular section that is integrally joined at the bottom of each of the substantially pointed cones, and is secured to restrain cargo in a shipping container, and at a joint location A substantially rectangular section configured to overlap opposing portions of the first load restraining strip and the second load restraining strip that are joined together.
[0035]
The side wall of the substantially truncated cone is arcuate and may be recessed toward the outer mold.
[0036]
The above summary of the invention does not enumerate all the necessary features of the present invention, and sub-combinations of these feature groups can also be the invention.
[0037]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, the present invention will be described through embodiments of the invention. However, the following embodiments do not limit the claimed invention, and all combinations of features described in the embodiments are the solution of the invention. It is not always essential to the means.
[0038]
Invention status
With particular reference to FIG. 1, one operating situation of the present invention is shown. A container 10 for integrated transport is loaded on the ship 14. The present invention may be used to secure cargo in an intermodal container 10 and transport the container. Specifically, FIG. 1 illustrates a series of intermodal containers 10 that are placed on a dock 16 and lifted by a crane 12 and placed in a ship cargo hold or on a ship deck. .
[0039]
FIG. 2 is an oblique view and discloses the present invention in another exemplary operating situation. A 20 foot long intermodal container 18 is mounted on a flatbed truck trailer. The truck trailer is then mounted on a railway freight car for land transportation. Intercity transport by rail is used for long-distance transport, and truck transport between points is used to deliver cargo to specific locations.
[0040]
FIG. 2 also includes an embodiment of the present invention and is a partially cut away view to disclose a cargo restraint strip 24 that is operatively bonded to the inner wall surface 26 of the cargo container 18. The restraining strip 24 is attached to the inner wall surface 26 of the cargo container 18 and extends around the rear of the load 22. Similarly, opposing strips 24 are attached to the opposing walls of the container and extend around the rear of the load 22 and are connected to the first strip.
[0041]
The cargo restraint strip 24 may be taped to the load 22, as shown at 28, to avoid deflection of the strip when the load is compressed due to front end impact. FIG. 2 illustrates the present invention in a state of complete operation suitable for facilitating transportation without shifting damage to the cargo 22.
[0042]
Restraint strip
Turning to FIG. 3, a constraining strip 24 is disclosed in accordance with a preferred embodiment of the present invention. In particular, a roll 26 of continuous polyester strip 24 with the invention 24 is shown. Preferably, the polyester strip 24 is approximately 10 inches wide at one end and system inches wide at the other end. However, other widths may be used for additional strength or weaker strength as required. The polyester strip 24 is preferably a spunbonded olefin, but may be acrylic, a different polymer resin, or VALERON®. DuPont, Hoechst Celanese and others produce such materials. The strip 24 may be monolithic or embedded in a polyester or polyethylene fiber reinforced strand as described below.
[0043]
In the preferred embodiment, the roll 26 comprises a series of continuous cargo and load restraint strips 24, as shown in FIG. Each load restraining strip has a first end 32 that is generally rectangular in shape with a width of approximately 10 inches and a length of 5 feet. A conical segment 34 with a substantially truncated end is axially connected to one end of the rectangular segment 32. The top 36 of the tapered cone segment is integrally connected to one end of the rectangular segment 32. In the preferred embodiment, the top of the pointed cone is 10 inches and the bottom 38 is 16 inches. The length of the pointed cone is approximately 7 feet, and the total length of each restraining strip 24 is approximately 12 feet.
[0044]
An adhesive coating is applied at least on the first side of the generally rectangular end 32 of the constraining strip 24 with the same extent, and again as shown in FIG. Adhere to 26 and fix. The adhesive is preferably made of acrylic, but may be a resin or polymer. The adhesive is an acrylic adhesive that exhibits properties such as high tack, high peelability, and high shear strength. Adhesive 30 adheres well to glass, metal, paper and film. It also had good resistance to low temperatures and had an incorporated UV stabilizer.
[0045]
Release paper 40 is applied over the adhesive coating on the first side of strip segment 32 and cut in a row of perforations along top 36 of truncated cone 34 as shown in FIG. Is done. Alternatively, a separate, perforated release paper panel may be used, may lean against each other, or may overlap slightly at one end. Alternatively, the release paper section and the adhesive section may be used at periodic intervals.
[0046]
An alternative embodiment of the present invention is shown in FIG. 4 and includes a cargo restraint strip 42 similar to the cargo restraint strip 24. In this embodiment, the strip 42 has a first generally rectangular segment 44 which is similar in all respects to the segment 32 in FIG. The cargo restraint strip 42 differs from the strip 24 in that the generally tapered cone 46 is arcuate and concave as shown in FIG. 4 and has side edges 48 that open outwardly. In the preferred shape of this embodiment, segment 44 is 10 inches wide and 5 feet long. The generally tapered cone segment with arcuate side walls has a top dimension of 10 inches and a bottom dimension of 16 inches.
[0047]
FIG. 5 illustrates yet another embodiment of the present invention, where the cargo restraint strip 50 comprises three segments. The first end segment is a generally rectangular portion 52 that is coated with adhesive and release paper, and in operation provides the engagement of the strip 50 to the side wall of the shipping container. As noted above, this segment is 10 inches wide and 5 feet long. Second end segment 54 is also generally rectangular, 16 inches wide and approximately 2 feet long. This rectangular segment 54 is also coated with adhesive and release paper. An intermediate curved pointed cone segment 56 extends between the first end segment 52 and the second end segment 54. The width of the truncated cone top 38 is 10 inches and is integral with one end of the segment 52, and the width of the bottom 60 is 16 inches and is integral with one end of the second rectangular segment 54. Has been. The first segment 52 is 5 feet long, the middle curved segment is 5 feet, and the second end segment 54 is 2 feet long. Adhesive and release paper are applied to at least the first and second rectangular segments 52, 54 as described above. If the adhesive material is applied to any or all of the truncated cone segments, the release paper is similarly applied to that portion.
[0048]
A cargo restraint strip 62 in yet another embodiment of the present invention is shown in FIG. This strip is substantially identical to the cargo restraint strip 50 illustrated in FIG. The strip 62 consists of three segments 64, 66 and 68 corresponding to the segments 52, 54 and 56. The difference between the cargo restraint strips 62 is that the side ends 70 and 72 of the generally truncated cone shaped curved segment 68 have recesses that are visible to the outside. This allows the elasticity of the strip to be tailored to the specific needs of use.
[0049]
The cargo restraint strips 24, 42, 50 and 62 illustrated in FIGS. 3-6 are preferably comprised of a sheet of spunbonded olefin in certain instances where additional strength and durability are desired.
[0050]
To provide additional strength to the constraining strip in both the longitudinal and lateral directions, a sinusoidal cross-pattern reinforcing strand 74 may be used with longitudinal parallel-patterned strands 76, as shown in FIG. Alternatively, longitudinal cross-pattern reinforcing straps 78 may be used alone or with strands 76 to provide improved stability.
[0051]
Polyester reinforcing fibers having strips may be combined or knitted in various patterns. The fibers may be configured in the longitudinal, lateral, diagonal, sinusoidal, or any combination of patterns. Furthermore, these reinforcing fibers may consist of a single strand, or a bundle of many strands, or any combination thereof.
[0052]
In all of the embodiments described above, the selective placement of adhesive allows the roll 26 of the restraining straps 24, 42, 56 or 62 to be customized to specific customer needs. As a result, the adhesive and release paper are placed only where they are needed to be used and not in areas where the customer does not require the need for adhesive components applied to the restraining strip. By selectively applying the adhesive, lower costs are possible for the customer and a higher level of savings is possible for the overall system. For example, an integrated shipping container designed for use with this product is 20 or 40 feet long, 92 inches (7 feet 8 inches) wide, and 92 inches high. If the customer is exclusively using an intermodal container having these dimensions, the adhesive will be applied to the side wall portion 22 and the overlapping portion of the center of the bottom ends of the truncated cones or rectangular segments 54 and 56. It will be applied only on either of the above. Thus, if the constraining strip is manufactured to be repeatable with 5 feet of adhesive and 5 feet without adhesive, as well as 2 feet of adhesive, the cost of the adhesive is reduced and any of the adhesives Is rarely left unused.
[0053]
How to restrain cargo using polyester restraint strips
Now, pay attention to FIGS. Here, a series of methods using a restraining strip 24 to secure a load in accordance with a preferred embodiment of the present invention is disclosed.
[0054]
FIG. 9 shows the first to fourth rough steps. Initially, user 80 cuts two polyester restraint strips 24 from roll 26 for each required load barrier. The length of the strip 24 is cut to 12 feet and the third adhesive strip is cut from the other roll to a length of 4 to 5 feet. The adhesive line starts at 2 feet behind the container door and from the load surface to the end of the container to ensure only a straight pull to the bonded part of the strip when unintentional forces act on the cargo. Is at least 5 feet long.
[0055]
The user 80 peels the release paper 40 from the polyester constraining strip 24 to reveal one adhesive strip 32. The adhesive side of the strip 24 is applied to the corrugated inner wall 26 of the container substantially parallel to the container floor. Not all walls of all containers are corrugated, but if the walls of the container are corrugated, it is important for the user to follow the contours of the corrugated shape. This coating method enables excellent adhesion of the adhesive to the side wall surface of the container.
[0056]
If the adhesive is pressure sensitive, an adhesive roller 82 is used to securely fix the strip to the inner wall 26 of the container 18. This process of positioning and bonding the strip 24 is repeated on the opposite side of the container. Thereafter, the two strips 24 protrude beyond the rear of the container 18 and the container is loaded with cargo. The strip 24 is sufficiently wound around the load to overlap. The polyester restraint strip 24 is turned to the end of the load and the release paper 40 faces away from the cargo or load.
[0057]
FIG. 10 illustrates one step in the process using the present invention. In this step, the overlaid strip 24 is tensioned and the release paper 40 is removed to expose the adhesive at the seam. In this case, the user 80 inserts a tension tool (a clothespin) 84 in the overlapping portion. The user 80 then places a small wrench 86 above the end of the clothespin and a long handle wrench 88 on the top (with the handle flat against the load). User 80 then tensions the overlapping strip 24 with wrench 86 and 88.
[0058]
The use of a tension tool is more fully shown in US Pat. No. 4,264,251. This has been previously incorporated, and therefore here, except that it is noted that the process described briefly creates a vertical joint 90 between the ends of the two strips 24. Do not repeat.
[0059]
When the two retaining strips 24 are taut, a 4 or 5 foot strip of adhesive is exposed at the bottom of the strip by removal of the release paper. In FIG. 11, the user removes the release paper from the third strip 92 of members, preferably 4 or 5 feet long, and places it across the joint 90 formed by the two overlapping strips 24. . In this position, the adhesive at the end of the strip 24 is already exposed as described above. The third portion 92 of the restraining member is extended to ensure adhesive-to-adhesive bonding between the three strips. The adhesive-to-adhesive bond formed at this stage creates the added safety and certainty of the present invention.
[0060]
The last optional step of the process is also shown in FIG. In this optional step, tape 94 is used to firmly secure the barrier strip 24 formed by the polyester strip to the cargo or load to prevent deflection in case of compression due to front-end impact.
[0061]
Having described the preferred embodiment of the present invention in detail, it may be beneficial to briefly describe some of the main advantages of the present invention.
[0062]
Summary of the main advantages of the present invention
The present invention provides a shaped polyester strip. The necessary adhesive has already appeared on the polyester strip and can be used by simply peeling off the release paper. Thus, the release paper is peeled away to expose the adhesive, thereby eliminating the need for additional adhesive for the interior of the container to restrain the cargo being transported.
[0063]
The present invention also provides a fully self-contained load restraint system because having the adhesive already present on the strip eliminates the need for additional loading space for the material. The side elements of the constraining strip are generally tapered cone ends, reducing the amount of adhesive required in providing a relatively wide cargo enclosure element. The resilience of the restraint system can be advantageously designed with or without reinforcing fibers embedded in the strip by using straight lines at the arcuate side edges of the strip.
[0064]
The present invention allows a single product to be securely fixed, even the entire or partial load, and achieves this without having to be tightened with nails, nails, scissors, straps or bolts . Thereby, labor costs and installation time are substantially reduced.
[0065]
The present invention further provides a load constraining product that has improved shear strength and minimal resistance to flaking that can be quickly peeled off and discarded upon arrival at the destination.
[0066]
The present invention further provides superior adhesion and restraint because of the adherence of the corrugated inner walls of the container for intermodal transport.
[0067]
The present invention also provides an adhesive to adhesive bond at the back of the load. When the load is packaged and the strips are stacked, the release paper covering the adhesive is removed and the third strip is bonded to the joint where there are already two stacked strips. This provides a safe and secure joint.
[0068]
In describing the restraint systems and processes used in securing cargo in transit according to a preferred embodiment of the present invention, those skilled in the art will have several advantages that distinguish the present invention from the prior art known alone. Will recognize.
[0069]
A particular advantage of the present invention is the ability to secure an entire load or part of a single product.
[0070]
Another important advantage of the present invention is that the roll of polyester self-adhesive material can be customized according to the needs of a particular customer.
[0071]
Yet another important advantage of the present invention is the strength of the barrier formed by the bond between the adhesive formed at the back of the load.
[0072]
A further important advantage of the present invention is that it can withstand the considerable forces generated by restraining 80 55 gallon drums double stacked in a 20 foot long container.
[0073]
Although the above description has been made primarily with reference to intermodal containers, the present invention also has applications in other transport containers where it is important to secure the load, such as in truck trailers, rail cars, etc. .
[0074]
In the description of the invention, reference has been made to preferred embodiments. However, one skilled in the art who is familiar with the disclosure of the present invention may recognize additions, deletions, substitutions, modifications and / or other changes within the scope of the invention as defined in the following claims.
[0075]
As mentioned above, although this invention was demonstrated using embodiment, the technical scope of this invention is not limited to the range as described in the said embodiment. Various modifications or improvements can be added to the above embodiment. It is apparent from the description of the scope of claims that embodiments with such changes or improvements can be included in the technical scope of the present invention.
[0076]
【The invention's effect】
As is apparent from the above description, according to the present invention, it is possible to reduce the cost of materials and labor when fixing a load in a container for integrated transportation.
[0077]
In addition, according to the present invention, cargo can be protected from damage during transportation.
[0078]
Also, according to the present invention, there is provided a system capable of restraining 80 55 gallon drums double-stacked in a 20-foot integrated shipping container that can be approved by the Ministry of Transport and the Explosives Management Bureau. Can be provided.
[0079]
In addition, according to the present invention, cargo is fastened, fast and reliable and efficiently secured by unskilled workers even in an integrated shipping container that is completely self-contained and has corrugated walls. Can be provided.
[0080]
On the other hand, according to the present invention, it is possible to provide efficient and simple removal of the fixing system at the cargo arrival point.
[0081]
The present invention also provides improved electricality of the restraint system and can reduce the amount of adhesive required to provide a reliable attachment to the sidewall of the container.
[0082]
Furthermore, the present invention can provide a system for restraining cargo that can withstand a wide range of temperature and humidity levels to enable use in all weather conditions.
[Brief description of the drawings]
FIG. 1 is an overhead view of a ship in a dock that is loaded with a crane to lift an intermodal container and place it on the ship's deck or in a cargo hold.
FIG. 2 is a partially broken axial side view showing the interior of an integrated shipping container that is secured to a flat platform of a truck trailer and then placed on a rail freight car platform for overland transportation. is there.
FIG. 3 (see second paper) is a pictorial illustration of the present invention showing a constraining strip, a sidewall adhesive portion and a constraining strip, where the width of the adhesive portion is less than the width of the curved portion.
FIG. 4 is a plan view of an alternative embodiment of a constraining strip from the roll of strips illustrated in FIG. 3, where the edges of the curved portion are arcuate and concave outwardly facing.
FIG. 5 is a plan view of another alternative embodiment of a constraining strip, the strip being generally rectangular at one end, having a relatively narrow sidewall adhesive portion and a lateral dimension at one end that is lateral at the other end; A curved portion larger than the dimension and a substantially rectangular overlap and locking adhesive portion at the other end of the strip having a width greater than the adhesive portion.
FIG. 6 is a plan view of another embodiment of a constraining strip as illustrated in FIG. 5, wherein the edge of the curved portion is arcuate and concave outwardly facing.
FIG. 7 is a side view of a broken portion of a constraining strip, disclosing laminated reinforcing yarns to strengthen the strip against elongation during use.
FIG. 8 is a side view of a broken portion of a constraining strip similar to FIG. 7, wherein a reinforcing fiber brand is embedded in the constraining strip to increase the strength of the strip.
FIG. 9 illustrates the first step in the method of use of the present invention, where the release paper is removed to expose the adhesive and the strip is applied to the corrugated inner wall of the intermodal container. It is done.
FIG. 10 illustrates the use of a tensioning tool to pull the opposite ends of overlapping strips around the cargo to be restrained.
FIG. 11 is the final step in the use of the invention, where a short, generally rectangular segment of the constraining strip is cut, the release paper is removed to expose the adhesive, and the strip Used to secure the barrier strip by bonding of a solid adhesive across the adhesive.
[Explanation of symbols]
18 ... cargo container, 22 ... load, 24 ... collection restraint strip, 26 ... inner wall surface, 28 ... tape, 32 ... rectangular segment

Claims (12)

A load restraint system for fixing cargo in a transport container such as a container for intermodal transport, a railroad car, a truck trailer, etc. during transportation, the cargo is subjected to a shift force, and the load restraint system is
A first load restraining strip having a first side and a second side, resisting being axially stretched under a tensile load, concomitantly flexible and flexible; Engage the inner wall of the shipping container at one end to lock the cargo in place and prevent shifting of the cargo with respect to the cargo itself or to the wall or door surface of the shipping container during shipping A strip configured to extend at least partially across the surface of the cargo to be restrained in the container at the other end;
At least at the one end, the first side of the strip coated with an adhesive for adhering the one end of the strip to the inner wall of a shipping container;
A release paper that extends at the same extent as the adhesive film applied to the first side at at least one end of the first load restraining strip and is removably bonded to the adhesive film. When,
The one end of the first load restraining strip having a width dimension smaller than the width dimension of the other end of the first load restraining strip;
A second load restraining strip having a first side and a second side, which is concomitantly flexible and resistant to being stretched axially under tension load; Engage the inner wall of the shipping container at one end to lock the cargo in place and prevent shifting of the cargo with respect to the cargo itself or to the wall or door surface of the shipping container during shipping A strip configured to extend at least partially across the surface of the cargo to be restrained in the container at the other end;
At least at the one end, the first side of the strip coated with an adhesive for adhering the one end of the strip to the inner wall of a shipping container;
A release paper extending at the same extent as the adhesive film applied to the first side at at least one end of the second load restraining strip and removably bonded to the adhesive film. When,
The one end of the first load restraining strip having a width dimension smaller than the width dimension of the other end of the second load restraining strip;
A first end of the first load restraining strip extending at least partially across the load, and a joining position extending at least partially across the load and restraining the cargo in the shipping container. A system comprising: the other end of the second load restraining strip fixed and joined to the other end of the first load restraining strip. The load securing system is:
An adhesive applied to at least a portion of the wider end of the first side of the first load restraining strip and the other end of the wider side of the first load restraining strip; ,
A locking load restraining strip having a first side and a second side, comprising an adhesive extending in the same extent as the first side; The adhesive secures the first and second load restraint strips to an adhesive bond, thereby forming a firm load restraint system, the wider of the first and second load restraint strips. The load securing system for securing cargo in a shipping container according to claim 1, further comprising a locking load restraining strip bonded adjacent to the other end of the cargo container. The first load restraining strip has a width dimension of approximately 10 inches at the one end and a width dimension of approximately 15 inches at the other end;
The shipping container of claim 2, wherein the second load restraining strip has a width dimension of approximately 10 inches at the one end and a width dimension of approximately 15 inches at the other end. A load restraint system that secures cargo inside.   The load securing system for securing cargo in a shipping container according to claim 1, wherein the first and second load restraint strips comprise a polyester substrate and a fiber reinforced network.   The cargo is fixed in the shipping container according to claim 2, wherein the adhesive is an acrylic adhesive having automatic adhesiveness to the iron wall surface of the shipping container and high shear strength. Load fixing system to do.   The load anchor for securing cargo in a shipping container according to claim 1, wherein the first and second load restraint strips comprise a spunbonded polyester substrate and fiber reinforcement. system.   The transport of claim 2, wherein the first and second load restraint strips comprise a substrate and a plurality of reinforcing strands joined to the substrate in a parallel array. A load restraint system that secures cargo in a container. The load restraint system includes:
And further comprising a plurality of fiber reinforced strands joined to the substrate along the restraining strip having a substantially sinusoidal cross pattern to provide improved stability of the restraining system during transport. The load restraint system for fixing cargo in the shipping container according to claim 7, wherein The one end of each of the first and second load restraint strips comprises a generally rectangular component configured to be adhered to a sidewall of a shipping container;
The first and second load restraint strips each have a curve formed as a generally truncated cone having a truncated cone top extending integrally from one end of the generally rectangular component. A load restraint system for securing cargo in a shipping container according to claim 1, comprising:   10. A load restraint system for securing cargo in a shipping container according to claim 9, wherein said substantially truncated conical sidewalls are arcuate and recessed outwardly. The load restraint system includes:
A generally rectangular section joined together at the bottom of each of said substantially pointed cones, said section being fixed to restrain cargo in a shipping container and joined at a joining location The shipping container of claim 9, further comprising a generally rectangular section configured to overlap opposing portions of the first load restraining strip and the second load restraining strip. A load restraint system that secures cargo inside.   12. A load restraint system for securing cargo in a shipping container according to claim 11, characterized in that the side wall of the substantially truncated cone is arcuate and recessed toward the outer mold.

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