JP2009143628A - Cross-woven freight binding system and its method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a suitable freight binding strip for fixing freight in a transport container, and a freight binding system using the same freight binding strip. <P>SOLUTION: In the cross-woven freight binding system and its method including first and second freight binding strips 30 and fixing freight in the transport container, the first strip 50 is made of a cross-woven material, and the second strip 80 is made of parallel reinforced material strands. The first strip 50 and the second strip 80 as reinforced materials are mutually fixed by adhesive layers 64, and a second adhesive layer 72 is arranged so as to install the cross-woven freight binding strip 50 on the internal surface of the transport container. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  [0001] This application is a U.S. Pat. No. 6,089,802 filed July 18, 2000, entitled "Package Restraint System for Transport Containers", all inventor and assignee in common with this application. No. 6, U.S. Pat. No. 6,227,779 entitled “Transport Container Luggage Constraint Method” published on May 8, 2001, and “Luggage Constraint System” published on August 19, 2003. The name relates to US Pat. No. 6,607,337.

  [0002] The present invention relates to an improved system and method for restraining loads during transport. More particularly, the present invention fixes undesired movement of drums, boxes, rigid and flexible containers, whether or not they are placed on pallets inside truck bodies, rail cars, intermodal containers, etc. And new systems and methods for binding. Furthermore, the present invention relates to a system and method for improving the fixing strength and reducing the movement of luggage during transportation.

  [0003] In the United States, land shipments are realized using a tractor / trailer truck combination, often referred to descriptively as an 18-wheel truck, or by a truck trailer mounted on a railroad car and / or a long car. . Track trailers are typically 1371.6, 1463.04, or 1615.44 centimeters (45, 48, or 53 feet) in length, and are often 208.175 liters (55 gallons) head-occluding drums, super sacks ( Super Sack) Flexible container or plastic reinforced bag, plastic package bundle, cased goods, metal coil, special heavy paper rolls, plastic or metal container mounted on pallet, loaded with luggage in storage enclosure Is done. Although each containment enclosure or bundle may be quite heavy and may not move stationary, the transport load mass can create a significant moment force when the truck or rail vehicle is placed in motion.

  [0004] Rail vehicles can be made in a yard by a coupling or transport process. When a railway vehicle is turned into a stationary row of vehicles, the vehicle joint is locked with an impact due to the impact. This impact can apply a considerable force to the load in the railway vehicle. In addition, during transport, railcars are subject to braking forces, run-up and run-off impacts on rails, rail vibrations, falling in tracks, and shaking. In a similar manner, the truck is subjected to stopping forces, starting forces, emergency braking, collisions and shaking from uneven roadbeds, centrifugal forces on curved surfaces, vibrations, etc. that tend to move the load.

  [0005] In addition to the onshore delivery discussed above, many of the shipping shipments both in the United States and abroad are located in complex shipping containers. These containers are standard dimensions of 609.1 centimeters (20 feet) or 1219.2 centimeters (40 feet) and are structurally self-supporting and wavy steel wavy sidewalls Manufactured by. Some composite shipping containers can be stacked one above the other for shipping by sea, rail, or road. Inside the container, drums, boxes, etc. hold the actual product as described above.

  [0006] The cargo in these combined shipping containers is subjected to various forces throughout the transport process described above in connection with land transport, such as acceleration, centrifugal loading, braking, vibration, etc. as noted above. In addition, when a composite shipping container is loaded onto a marine vessel, wave forces including yaw, pitch, up and down, sway, and large waves are applied. Each of these forces has the potential to apply a substantial force to the contents in the composite shipping container. In this regard, if the container changes direction or speed, the cargo in the container tends to continue along the previously existing path until it contacts the inner wall of the container. Without some type of restraint and / or buffering system, the cargo increases a significant moment apart from the container. The magnitude of the momentum is a magnitude obtained by multiplying the load by the speed. If the cargo load is high, even small changes in speed or direction can generate significant forces.

  [0007] When the cargo contacts the inner wall or door of the container, the force necessary to reduce the momentum to zero must be absorbed by the goods and / or the container. Such forces can lead to damage to the cargo, damage to the inner walls or doors of the container, damage to the cargo packaging, and can result in dangerous leakage if the cargo is a hazardous material. Therefore, it is not desirable that the cargo can gain any momentum during transportation independent of the container. This is accomplished by constraining the cargo within the container so that the cargo and the container are essentially combined and operably function as a single object during transport.

  [0008] To secure luggage during transport and to minimize unwanted movement and damage, luggage restraining enclosures are often made with specially made wooden frames, floor blocks, rubber mats, steel straps, heavy air It is fixed to the floor and / or side of a trailer or a covered car by a bag or the like. Each of these previously known systems for securing has limitations associated with construction costs, lack of sufficient strength to secure dense loads, and the like. In addition, relying on trailer rear doors to at least partially secure non-hazardous items such as dangerous goods, tissue or soft paper products, furniture, appliances, and many other types of cargo. However, the rear door of the container cannot be used to secure the cargo even partially. In fact, to comply with the regulations of the Department of Transportation and the Explosives Bureau, dangerous goods are not even allowed to contact the rear door during a collision.

  [0009] Further, in some examples, a trailer or a covered car can be used for shipping when only a portion of the load is carried. Furthermore, the partial luggage may be located in the central position of the trailer. In this example, it is impractical to build a wooden front and rear luggage bed sufficient to secure the load when the trailer front is not utilized.

  [0010] In the past, a variety of loading materials have been utilized in trailers and / or composite shipping containers to eliminate undesired movement or shifting of packages in transit. Drums, boxes, or other containers have been constrained in several different ways. Initially, the cargo was secured by a load lock and cover method. The system includes a support strategically placed between the surface of the luggage and the rear door of the container. However, this is costly and time consuming and can be a means of securing normally inefficient loads. In this regard, the parcel process requires carpenters and is often outsourced to contractors. In addition, wooden barriers can take time to install. Furthermore, wooden supports are somewhat fragile and prone to failure as a result of sudden impacts.

  [0011] In addition to the above, the conventional method of blocking a load on a load lay cannot perform some operations easily. For example, the most effective means of packing a composite shipping container is by double stacking 80 208.175 liter (55 gallon) drums in a 609.1 cm (20 ft) long container. is there. However, with 80 barrels loaded, there is only about 10.16 cm (4 inches) between the load surface and the rear door of the container. 10.16 centimeters (4 inches) is not enough space to provide enough luggage to adequately support the 80 drum load. Therefore, when using timber as a restraint system, the shipper can ship a container whose capacity is not satisfied. Thereby, transportation efficiency falls and transportation cost increases. In addition, some types of wood, such as coniferous wood, are not recognized at the mutual borders without special fumigation or heat treatment proof of coniferous wood loading. In this regard, the International Plant Protection Council (“IPPC”) has established “Guidelines for regulating timber packaging in international trade, with special terms, requirements and restrictions on timber loading recognized by many countries, including the United States. Issued.

  [0012] The Department of Transportation has established criteria for determining whether a particular restraint system can adequately secure dangerous goods packages. In certain instances, conventional luggage locks and bedding are not authorized to transport dangerous goods luggage.

  [0013] Other known restraining means such as ropes, metal or plastic straps or strands seen in the past tend to exhibit poor performance and often restrain the load even under moderate conditions Not functionally suitable for. Therefore, the cargo needs to be secured in cargo trailers, boxed vehicles, and complex shipping containers that are functionally effective, cost effective, work efficient, and that can comply with regulations of the Department of Transportation and the Explosives Bureau. There is. Furthermore, there is a need for a fastening system that has high strength characteristics and limits cargo movement within the container.

  [0014] At least one method and apparatus for constraining cargo movement that overcomes some of the aforementioned limitations is disclosed in commonly assigned US Pat. No. 4,264,251. The invention disclosed in that patent is used to securely and tightly constrain the sealing strips attached to opposing side walls of the container, the strips of support material, and the ends of the strips together. And a connection mechanism.

  [0015] In the '251 patent, a flexible fixed strip is applied in a manner similar to applying wallpaper, and adhesive is applied on the surface in the trailer when adhesion is desired. Thereafter, a restraining strip is applied to the adhesive. In addition to this requirement for alternative adhesives, the systems found in the past have sometimes encountered problems related to joint fragility. At the junction where the strips come together, there was a possibility of sliding of the joined panels. Further, the composite shipping container has a corrugated wall surface as described above. These waves cause the constraining strip to be applied to another adhesive and do not make the uniform application substantially more difficult.

  [0016] In addition to the restraint system disclosed in US Pat. No. 4,264,251, the above-mentioned US Pat. Nos. 6,089,802, 6, Other systems have been developed that provide high operational features and advantages as discussed in 227,779 and 6,607,337. The disclosures of these four prior art patents of the common assignee of the present application are hereby incorporated by reference as if set forth in detail.

  [0017] In addition to these prior art systems for securing cargo in freight trailers, rail vehicles, and composite shipping containers, dangerous goods can be removed without abandoning the benefits obtained by previously known commercial systems. Greater attention has been paid to securing heavier and denser packages, including. Furthermore, there is an advantage in improving the vertical fixing function by reducing elastic and / or plastic elongation so that dangerous goods can be transported with high efficiency and safety. In this regard, it would be desirable to utilize 80 208.175 liter (55 gallon) drum packages in a conventional combined shipping container. This arrangement requires that four steel drums be positioned immediately adjacent to the rear door of the composite shipping container. In the past, there have been problems with the unacceptable movement of luggage that could even touch the rear door of a container during a collision. As noted above, in dangerous goods packages, packages in contact with the rear door are not permitted by the HazMat regulation.

  [0018] In addition to the above, other restraint systems known in the past are numerous elements that are cumbersome to store, difficult to install, and often require some technical effort. Was necessary. All systems that use straps, claws, anchors, or bolts require substantial storage space, even when not in use. Furthermore, such a system increases the safety risks for workers restraining cargo. Still further, such systems have often been unable to meet the safety and travel restrictions imposed by regulatory agencies in various countries.

  [0019] In addition to the above problems, systems and procedures used in the past that rely on accessories located in a cargo container often failed to secure partial loads. That is, if the package does not extend to the front or rear of the container, such as a centrally located package, the required anchor may not be available in an area where it can be used effectively.

  [0020] The previously proposed problems are not intended to be complete, but rather are among many that may tend to reduce the effectiveness of previously known cargo restraint systems. There may also be other notable issues, but the above should be sufficient to show that the cargo restraint system seen in the past recognizes a valuable improvement.

  [0021] The overall object of the present invention is a cargo trailer, a covered car, which prevents or minimizes problems in advance and achieves at least some of the desired aspects of cargo fastening of the type previously described. It is to provide a new system and method for securing packages in complex shipping containers and the like.

[0022] Another overall object of the present invention is to wisely protect the cargo from damage during transport and to provide excellent longitudinal and lateral securing of the cargo in the container.
[0023] A particular object of the present invention is to provide a locking system and method for tractor trailers, boxed vehicles, composite shipping containers, etc. that has high strength to control the loading and / or other transport forces during the collision. It is to be.

  [0024] A related object of the present invention is to provide a fastening system and method for tractor trailers, boxed vehicles, composite shipping containers, etc., which minimizes the amount of load movement at a given collision level. .

[0025] Another object of the present invention is to reduce the materials and labor costs required to secure cargo in trailers, boxed cars, composite shipping containers, and the like.
[0026] Yet another object of the present invention is to provide 80 208 double stacked in a 419.2 centimeter (40 ft) composite shipping container that can be approved by the Department of Transportation and the Explosives Bureau. To provide a system capable of restraining a 175 liter (55 gallon) drum.

  [0027] A particular object of the present invention is self-contained and can be installed quickly, reliably and efficiently by relatively unskilled workers, even in complex shipping containers with corrugated walls. It is to provide a method of restraining luggage.

[0028] Another object of the present invention is to efficiently and easily remove restraint systems from cargo trucks, boxed cars, composite shipping containers, etc. at cargo destinations.
[0029] Yet another object of the present invention is to provide a cargo restraint system capable of withstanding a wide range of temperature and humidity levels so that it can be used effectively in a wide range of environments.

  [0030] A preferred embodiment of the present invention, intended to achieve at least some of the aforementioned objectives, comprises a layer of generally parallel reinforcing strands applied to the outer surface of the first adhesive layer; A load restraining strip, preferably having a layer of cross-woven reinforcing strands bonded to the other surface of the first adhesive layer. The second adhesive layer extends an intermittent length of about 152.4 centimeters (5 feet) along the outer surface of the substantially parallel reinforcing strands, and the side wall of the cargo trailer, the inner wall of the railroad car Operate to couple the cargo restraint strip to the inner surface of the cargo shipping container, such as the inner wall of the composite shipping container.

  [0031] A polyethylene-coated release paper layer is applied to the outer surface of the second adhesive layer, and the release paper is removed in-situ, thereby facilitating the installer to apply the load restraining strip to the inner wall of the container can do.

  [0032] In use, a length of cross-woven load restraint strip, usually 125.7 feet, is cut from the reel and a 152.4 cm (5 feet) length of release paper is peeled off. Next, the exposed surface of the second adhesive layer is self-attached to the inner side wall surface of a transport container such as a tractor trailer, a covered car, or a composite transport container.

  [0033] A similar second strip is attached to the opposing surface of the container in a mirror image position, and the free ends of the two load restraint strips are wrapped around the goods secured within the container. The ends of the opposing strips overlap at a central location around the load. A tensioning tool is then used to wind the two overlapping ends together to pull the opposing load restraining strip around the load. A third shorter piece of strip material is cut from the dressing material of another roll and the release paper is removed. This shorter patch strip is bonded to the exposed surface of the two load restraining strips at the joint. Thus, the shorter patch piece locks the strip in place and forms a secure load restraint system.

  [0034] Other objects and advantages of the present invention will become apparent from the following detailed description of the preferred embodiments with reference to the accompanying drawings.

  [0044] Referring now specifically to FIG. 1, one operation of the present invention is shown. In this case, the ship 10 is shown attached to a dock at the port, and the combined transport container 12 is loaded on the ship. In particular, FIG. 1 shows a ship 10 at a dock 14 where a crane 16 lifts and loads a combined shipping container 10 that is stacked on a pelagic ship 10. The present invention can advantageously be used to secure cargo in a composite shipping container 12 similar to that loaded on the ship 10.

  [0045] FIG. 2 is an axonometric view disclosing the present invention in another exemplary operating environment. In this figure, the combined transport or freight container 20 is mounted on a trailer 22 that is operatively pulled by a land transport tractor 24. Such containers are also operable to be mounted directly or on railway flat cars mounted on trailer 22. Other environments in which the present invention is equally suitable for use include, but are not shown, vehicle-covered vehicles.

  [0046] The partially cut away portion of FIG. 2 shows a cargo restraint strip 30 according to the present invention operable to be adhered to the inner wall surface 32 of the cargo container 20. The cargo securing system of the present invention includes a pair of opposing restraining strips 30 that are adhered to the sidewalls of the container 20 by using adhesive portions 34 that self-adhere to the opposing portions of the sidewalls of the container. The restraining strip 30 is then wrapped around and extends around a cargo 36 such as a 208.175 liter (55 gallon) drum 38. The constraining strips 30 are overlapped with each other by a torque tool, firmly folded and pulled. Thereafter, the unique overlapping fabric portion 40 is applied to the joint so that the constraining strips 30 facing the container side wall around the cargo are coupled and the cargo is fixed to the inner wall surface of the container 20.

Restraint Strip [0047] Referring now to FIG. 3, the restraint strip 30 of the present invention is preferably manufactured and transported on a reel or roll 44. The rolls 44 of the strip 30 are manufactured to be about 12 feet long and continuous end-to-end with a cross-woven reinforcement structure according to the present invention. The first approximately 7 ft. Portion is an alternate 152.4 centimeter (5 ft) alternate structure including the basic structure of the cross-woven constraining strip 46 discussed in detail below and an extra self-adhesive component. A portion 48. In one embodiment, the strip 30 is pierced laterally at a length of about 60 feet (about 20 feet) so that the strip 30 can be torn or used in the field in any case. Can be cut superficially to produce a single constraining strip 30 that is about 12 feet long. The constraining strip 30 is preferably 38.1 centimeters (15 inches) in width, although other widths can be substituted as needed for additional strength that can provide a wider strip.

  [0048] FIGS. 4-8 disclose a detailed view of a preferred embodiment of the restraining strip 30. FIG. FIG. 4 shows an enlarged, partially edited view disclosing the relative positions of the components of the constraining strip 30 according to the present invention. The constraining strip 30 includes a first reinforcement cross-woven layer 50 having a first surface 52 and a second surface 54. The cross-woven layer 50 is preferably composed of a plurality of substantially parallel longitudinal strands 56 extending along the length of the constraining strip 30 and cross strands 58, again referring to FIG. As particularly shown in FIGS. 5 and 8, the intersecting strands 58 are woven into the longitudinal strands 56 and have an immediately adjacent gap that is approximately twice the gap of the immediately adjacent parallel longitudinal strands 56.

  [0049] The cross-woven constraining strip 30 includes a first adhesive layer 64 having a first surface or side 66 and a second surface or side 68. The first surface 66 of the first adhesive layer 64 overlaps and bonds to the second surface 54 of the cross-woven layer 50.

  [0050] Although a substrate is not required for the first adhesive layer 64 when a substrate is needed or desired, the substrate 70 can be used as shown in FIG. The substrate 70, however, may have been made of an acrylic sheet with a plurality of lateral holes, a resin differential polymer with holes to make the substrate porous, or VALERON® that can be made in the form of a screen foundation. . Companies such as DuPont, Hoeschst Celanese and others manufacture such materials. Alternatively, the substrate may not be porous. However, the shear strength of the adhesive material is sufficient to carry an axial load as discussed below.

  [0051] The first reinforcing cross-woven layer further includes an outer coating 60 that is adhered to the cross-woven and is preferably a thin layer of Mylar ™, although other materials may be used. it can. The coating provides dimensional rigidity to the cross-woven and protective transparent or opaque coating.

  [0052] As noted above, the substrate 70 is preferably porous and separates first and second adhesive layers 72, 74 that are operatively penetrated through the substrate and can self-bond to each other. . The adhesive layer 64 can be made of a compound having high shear strength, wide operating temperature variation, including cold weather tackiness and specific gravity less than 1, so that moisture can be transferred from the sidewall of the container by capillary action. ing. A preferred type of adhesive is commercially available from the Venture Tape Company of Rockland, Massachusetts. In alternative embodiments, the substrate 70 may have been made of Mylar or some other related non-porous material. In this embodiment, the shear strength between the adhesive layers 72 and 74 is sufficient to transmit impact load forces to the reinforcing layer.

[0053] In addition to the first reinforcing material cross-woven layer 50, the present invention includes a second reinforcing layer 80 composed of a plurality of parallel strands 82.
[0054] As shown in more detail in FIG. 8, each strand 82 is comprised of a plurality of finer denier strands 84 of reinforcing material. The reinforcing strand 84 may be made of fine polyester fiber, polypropylene, polyethylene, polyolefin, glass fiber, aramid including Kevlar (trade name), carbon fiber, or the like. Kevlar (trade name) is a polyamide in which all amide groups are separated by paraphenylene groups. Kevlar is a registered trademark of the DuPont Company of Wilmington, Delaware. Individual strand bundles 82 abut directly against and adhere to the second or outer surface 68 of the first adhesive layer 64, as shown in FIGS.

  [0055] As discussed above, a load restraining strip that is continuous throughout the strip and includes a second reinforcing layer 84 composed of a reinforcing cross-woven layer 56, a first adhesive layer 64, and parallel strands 84. In addition to 30 bodies, the present invention includes a length of extra self-adhesive material 48. See FIG. 3 again.

  [0056] The self-adhesion 48 includes a second adhesive layer 90 having a first side 92 that is in direct self-contact with the outside of the second reinforcing strand layer 76 or with the second surface 84. The second adhesive layer 90 has a second outer portion 94, and the release paper 96 extends on the outermost surface 94 of the second adhesive layer 90. The release paper 96 allows individual parts of the load restraint strip 30 to be manufactured on a reel core as shown in FIGS. 3 and 4, and the release paper 96 is peeled off from the load restraint strip 30 in the field. Thus, the second adhesive layer 90 can be used by the installer to secure one end of the load restraining strip 30 to the sidewall of the shipping container or other mounting surface.

  [0057] In a presently preferred embodiment, the second adhesive layer 90 itself comprises a core or substrate member 98, a first adhesive layer 100 that overlaps both sides of the substrate 98, and a second adhesive layer 102. It is configured. The substrate may be a more porous Mylar ™ material so that the adhesive layers of the second adhesive layer can be bonded together.

  [0058] In the embodiment of the invention shown in FIG. 7, the thickness of the first layer 100 and the second layer 102 is substantially the same. Referring now to FIG. 9, a preferred alternative embodiment of the present invention is shown, wherein a first cross-woven layer 110 of similar design and construction as layer 50 is bonded to one surface of the adhesive layer, Two parallel strand reinforcement layers 114 are bonded to the other surface of the adhesive course 112. In this embodiment, as shown in FIG. 3, the outer portion of the adhesive 116 extending longitudinally along the strip 30 for only a portion of the longitudinal extent is shown. The second adhesive layer 116 is composed of two adhesive layers 118 and 120 covering both sides of the substrate 122 such as Mylar (trade name) in the figure. However, in this embodiment, the thickness of the inner adhesive layer 118 has a thickness “A” that is greater than the thickness “B” of the outer adhesive layer 120 of the second adhesive layer 116. In this embodiment, the outermost adhesive layer 120 is designed to be placed against a fixed sidewall or other container surface that is relatively smooth compared to the outer surface of the second reinforcing strand layer 114.

  [0059] The present invention is specifically designed to be used in either a 609.1 centimeter (20 feet) or 1219.2 centimeter (40 feet) composite shipping container. These containers are 233.68 cm (92 inches, 7 feet 8 inches) wide and 233.68 cm (92 inches) high. As illustrated in FIG. 2, certain embodiments of the present invention are applicable to containers of all dimensions, but if the customer is using only composite shipping containers with these dimensions, the adhesive on the side walls The adhesive from the line to the center overlap is not exposed during use. Thus, when the constraining strip is manufactured to repeat, there are 152.4 centimeters (5 feet) of adhesive 48 followed by 213.36 centimeters (7 feet) of adhesive 46 without excess adhesive. The cost of can be reduced. However, those skilled in the art will appreciate that other lengths can be manufactured to meet the intended purpose of a given client without departing from the inventive concept.

[0060] An improved load restraint strip 30 as described above, as described in more detail in the above-referenced patents 6,089,802 and 6,227,779. Is a component of the load restraint system described in more detail in these patents. Briefly, however, a pair of load restraint strips 30 are cut from roll 44 as illustrated in connection with FIG. Release paper 96 is removed from strip 48 and strip 30 is attached to one side wall or other internal surface of container 20 as shown in FIG. A second load restraint strip 30 is also attached to the directly opposite surface of the container. The free ends 46 of a pair of opposing load restraining strips 30 are also tightly wound together with a torque tool, as specifically disclosed in the prior art '802 and' 779 patents. Overlapping fabric portion 40 is then applied over the overlapped end 46 and the load is operably secured.

  [0061] In this application, in the claims, the term “transport container” is used as a general representation of all forms of transport units capable of handling cargo. The transport container unit includes, but is not limited to, a composite transport container, a railway vehicle such as a covered car, a cargo trailer, and the like.

  [0062] Having described in detail the preferred embodiments of the present invention, this is useful for briefly describing some of the main advantages of the present invention.

Summary of the main advantages of the present invention [0063] The present invention provides a unique cross-woven constraining strip where the shear strength of the cross-weaving and the second parallel reinforcing strand layers bonded together with adhesive is The tensile strength of the entire strip 30 is quite high and is sufficient to protect the cargo from damage in transit.
[0064] The present invention also provides a totally self-contained load restraint system with an outer adhesive component 90 carried on a strip.
[0065] The present invention provides an adhesive strip for constraining cargo and cargo with a wide range of operating temperature variations so that it can withstand cargo transport in many climates.
[0066] In accordance with the present invention, the cross-woven load restraint strip securely secures and further supports, pawls, anchors, straps or bolts the entire load or even some loads. This can be achieved, thereby substantially reducing labor costs and installation time.

[0067] The present invention also provides high shear strength and minimal peel resistance so that upon arrival at the destination, it can be quickly removed and disposed of without leaving any residue on the inner wall surface of the container. Providing products that bind luggage with [0068] The present invention further provides excellent gripping and restraining by bonding the composite shipping container to the corrugated inner wall.
[0069] The present invention provides high axial elongation resistance so that it can be used in a system for transporting dangerous goods and the like. Furthermore, the present invention contemplates the use of different thicknesses “A” and “B” of the attachment 48 of the load restraining strip 30.
[0070] A particular advantage of the present invention is that a single cross-woven product can be used to fully or partially secure a load with high axial strength and elongation resistance.

[0071] Another important advantage of the present invention is that the roll of polyester self-adhesive material can be customized to meet specific customer demands.
[0072] Another important advantage of the present invention is the strength of the barrier formed by the adhesive shear strength formed between the first cross-woven layer and the second parallel strand reinforcement component layer.
[0073] Another important advantage of the present invention is that it constrains 80 208.175 liter (55 gallon) drums that are double stacked in a container that is 609.1 centimeters (20 feet) long. Is able to withstand the considerable forces generated by.
[0074] In describing the invention, reference has been made to preferred embodiments. However, one of ordinary skill in the art or those familiar with the disclosure of the present invention may make additions, deletions, substitutions, modifications and / or other modifications within the scope of the present invention as defined in the appended claims. Can understand.

FIG. 3 is a bird's-eye view of a pelagic ship at a dock with a crane lift and loaded with a combined shipping container. FIG. 6 is an isometric view showing the interior of a truck trailer or compound transport container secured to a flat bed truck with partial loads secured in the container. 1 is a perspective view of the present invention showing a dispensing roll and a regular length fixed restraint strip with superior strength, small elongation, and vertical fixation under impact loading, in accordance with a preferred embodiment of the present invention. FIG. FIG. 4 is an isometric view of a preferred embodiment of a fixed strip as disclosed in FIG. 3, partially edited and broken to disclose internal details of the strip, according to one embodiment of the present invention. FIG. 3 is a partial cutaway view of a portion of a cross-woven material that forms part of a preferred embodiment of a fixation strip. FIG. 6 is a detailed perspective view of a circular portion of the cross-woven material as shown in FIG. FIG. 7 is an enlarged detailed cross-sectional view taken along section line 7-7 in FIG. FIG. 8 is an enlarged circular view taken from FIG. 7. FIG. 8 discloses a preferred alternative embodiment of the present invention that is essentially similar to FIG. 7 but that shows different bond thicknesses according to the present invention.

Claims (1)

A cross-woven load restraint strip used to secure cargo within a shipping container that is subject to displacement forces during shipping,
Interlaced with the substantially parallel longitudinal strands to create a reinforcing material cross-woven layer having a first side and a second side and extending along the length of the constraining strip Said first reinforcing material cross-woven layer composed of crossed strands formed;
A first adhesive layer having a first side and a second side, simultaneously extending along, covering and bonding to the second side of the cross-woven material;
A second parallel reinforcing material strand layer having a first side and a second side, wherein the second surface of the first adhesive layer is of the second parallel reinforcing strand layer. A layer bonded to the first surface;
A second adhesive layer having a first side and a second side and extending partially along and covering a portion of the second side of the second reinforcing strand layer When,
A release paper that extends simultaneously to the second surface of the second adhesive layer and is releasably adhered thereto, the release paper can be removed from the second adhesive layer in situ, The load restraining strip can be releasably secured to the interior surface of the cargo shipping container so that the load restraining strip can be used as a flexible securing element to secure the cargo within the shipping container. Luggage restraint strip.