WO2024094249A1

WO2024094249A1 - Device for attaching lashing means for containers to a vehicle

Info

Publication number: WO2024094249A1
Application number: PCT/DE2023/100799
Authority: WO
Inventors: Christian Bederke; Wolfgang Thiele; Henning SCHESCHONK
Original assignee: Sec Ship's Equipment Centre Bremen Gmbh & Co. Kg
Priority date: 2022-11-02
Filing date: 2023-10-31
Publication date: 2024-05-10

Abstract

The present invention relates to a device for attaching lashing means for containers to a vehicle, comprising: at least one lashing plate; a double plate which is rotatably attached to the at least one lashing plate by means of a connecting pin and which comprises at least two lashing rings for receiving a lashing means in each case, wherein the at least two lashing rings form a two-armed lever with respect to the connecting pin; and a first means for restricting a rotational movement of the double plate about the connecting pin, wherein the device provides force equalisation between at least two forces acting on the at least two lashing rings. In order to ensure proper force equalisation during operation of the vehicle and to prevent possible faulty lashing, according to the invention a stop is provided as the first means for restricting a rotational movement of the double plate about the connecting pin in a first direction of rotation.

Description

Device for attaching lashing devices for containers to a vehicle

The present invention relates to a device for attaching lashing means for containers to a vehicle, with at least one lashing plate, a double plate rotatably attached to the at least one lashing plate by means of a connecting bolt, which has at least two lashing eyes for receiving a lashing means each, wherein the at least two lashing eyes form a two-armed lever with respect to the connecting bolt, and with a first means for restricting a rotational movement of the double plate about the connecting bolt.

Such a device is known from EP 3 612 442 B1.

Container stacks are lashed on board ships using lashing rods and tensioning screws. The so-called external lashing, which is described for example in DE 10 2013 103 951 Al, has proven to be particularly advantageous and effective.

Lashings arranged almost parallel to one another offer a way of not exceeding the limit values for the forces to be diverted. To do this, these are absorbed by two attachment points instead of one. In practice, the two lashings arranged almost parallel are preferably attached to two containers stacked on top of one another and coupled to one another using container couplings. To do this, one lashing rod is arranged in the upper corner fitting of the lower container and the other lashing rod in the lower corner fitting of the upper container. A tensioning screw is arranged at each end of the lashing rods opposite the corner fittings of the containers. The other end of each of the two tensioning screws is connected to the corresponding receptacles of a double plate that acts as a rocker, known in the state of the art as a fitting plate. This in turn is rotatably mounted on the lashing plate. Such a device can be found, for example, in EP 3612442 B1 mentioned at the beginning. The devices mentioned above are all capable of achieving good force compensation. As soon as the force introduced into the fitting plate via one of the two lashings is greater than the force introduced via the other of the two lashings, the fitting plate will rotate in proportion to the force and leverage ratios. Once a moment equilibrium has been established, the fitting plate will assume a rest position. While the function of this device is very advantageous in the operation of a ship, lashing the containers can be quite problematic. For the device to function optimally, it is necessary that the pre-tension of the two lashings arranged on a fitting plate is in a defined ratio to one another. Since the stevedore has to tighten two largely independent tensioning screws in a defined manner, which are also attached to the rotatably mounted fitting plate, this is rarely achieved in practice. The invention is therefore based on the object of describing a device which ensures proper force compensation during operation and prevents possible faulty lashing. This object is achieved according to the invention by a device according to claim 1. Advantageous further developments are the subject of the dependent claims. The device according to the invention for attaching lashing means to a vehicle consists of at least one lashing plate and a double plate. The double plate is arranged rotatably on the at least one lashing plate via a connecting bolt, thus has a rotational degree of freedom with respect to the at least one lashing plate. Furthermore, the double plate has at least two lashing eyes which serve to introduce and absorb forces in the device according to the invention. Tension screws can be attached to the at least two lashing eyes, for example by means of scissors. The at least two lashing eyes are preferably arranged equidistantly from the connecting bolt of the double plate on the at least one lashing plate, whereby arrangements with different distances between the at least two lashing eyes and the connecting bolt are also conceivable.

If a force is introduced into the double plate via a tensioning screw or its shackle, it generates a torque with respect to the connecting bolt. As long as the forces introduced via the at least two lashing eyes create a moment equilibrium with respect to the connecting bolt of the double plate on the at least one lashing plate, the system remains at rest and does not change its position. However, if there is no longer a moment equilibrium, the double plate rotates around the connecting bolt. This changes the forces introduced and possibly also the levers until a moment equilibrium is established again and the system assumes a rest position. Using such a device, as known for example from EP 3 612 442 Bl, asymmetrically introduced forces are compensated by redirecting an excess of force on one of the lever arms to the other lever arm, thereby reducing the forces acting on the lashing plate. On the one hand, this reduces the risk of containers being damaged or lost on board ships, and on the other hand, this design allows for smaller dimensions of the entire device.

However, the proper lashing of containers on board ships with such a device presents a challenge for stevedores. In an arrangement of a double plate with two lashing eyes, a tension screw with a lashing rod attached to it is attached to one lashing eye, which is arranged on the lower corner fitting of an upper of two stacked containers. A tension screw with a lashing rod attached to it is also attached to the other lashing eye, which is arranged on the upper corner fitting of the lower of the two stacked containers. If a stevedor now tightens a tension screw to lash the container connected via the lashing rod, this will initially cause the double plate to twist around the connecting bolt. To compensate, he must also tighten the other tension screw. In practice, he will therefore often be between the two tension screws. change, which makes this process very time-consuming. Otherwise there is a risk that the stevedore, in order to save time, will first tighten one of the tensioning screws as far as it will go and then tighten the other tensioning screw. This means that the risk that at least one of the two containers is not properly lashed is very high. In addition, if the double plate is initially twisted, there is a risk that it will hit and not be able to fulfil its function of balancing the force at all or at least not fully.

It is therefore an object of the invention to limit the rotatable arrangement of the double plate on the at least one lashing plate for the process of stowing a container in order to minimize the risk of incorrect lashing by the stevedore.

According to the invention, this is achieved by a first means for restricting a rotational movement of the double plate around the connecting bolt in a first direction of rotation, which is designed as a stop provided on the at least one lashing plate. The purpose of this is to prevent the double plate from twisting with respect to the at least one lashing plate when the clamping screws are tightened.

As described in the introduction and can be seen from the figures explained later, in the case of lashings arranged in parallel, a lashing rod is guided from the lashing eye of the double plate, which is arranged higher in the starting position, to the lower corner fitting of an upper one of two containers stacked on top of one another, while a second lashing rod connects the upper corner fitting of the lower one of two containers stacked on top of one another to the lashing eye of the double plate, which is arranged lower. This geometry, combined with the fact that in practice the force is introduced into the device always from the upper container and thus into the lashing eye of the double plate, which is arranged higher, means that the rotation of the double plate around the connecting bolt during operation of the vehicle, starting from the starting position, only takes place in one direction, which is referred to in the present application as the second direction of rotation. Only when lashing the container can the case arise that the force introduced into the lashing eye of the double plate, which is arranged lower, is that of the lashing eye of the double plate, which is arranged higher. arranged lashing eye of the double plate, which would lead to an opposite rotation of the double plate about the connecting bolt, which in the context of the present application is referred to as the first direction of rotation. The stop described above is an effective, reliable and cost-effective means of preventing this rotation.

The rotational movement of the double plate around the connecting bolt in the second direction of rotation must not be permanently prevented. In order for the force compensation device to be able to fulfil its function, a rotational movement of the double plate in the second direction of rotation must be made possible during operation of the vehicle within the range of the usual angles of rotation. For this purpose, according to a preferred embodiment, a second means is provided which ensures a quasi-rigid system during stowage, but does not prevent the force compensation device from functioning during operation of the vehicle. As a second means, a pre-tensioning element is therefore provided to limit a rotational movement of the double plate around the connecting bolt in the second direction of rotation. This has two tasks: When the forces occur when tightening the clamping screws, which are usually a maximum of 10 kN to 20 kN, the pre-tensioning element should apply a retaining force which prevents the double plate from twisting with respect to at least one lashing plate. In the case of larger forces, which usually only occur during operation of the ship and can be up to 250 kN, the pre-tensioning element should influence the force compensation by the device as little as possible. After overcoming the restraining force, the pre-tensioning element should therefore exert a significantly lower restoring force on the double plate, which only serves to return the double plate to its original position. This makes the stevedor's work even easier and helps to avoid errors when lashing.

According to a further preferred embodiment, the prestressing element consists of at least one spring and a head element. The spring provides the required spring force or spring stiffness required to achieve the tasks described above. For this purpose, the spring is supported on a defined contact surface on at least one lashing means. For example, a sack A hole or a hole with a shoulder in which the spring is arranged can be provided on the lashing means. In order to transfer the spring force to the double plate, a head element is provided on the end of the spring facing the double plate. This can be spherical, hemispherical, cylindrical, tooth-shaped, curved or wedge-shaped, for example.

According to a further preferred embodiment, a complementary shape is provided on the double plate as a counterpart to the head element of the pre-tensioning element described above. Such an arrangement defines a rest position for the double plate, which is subjected to the retaining force of the pre-tensioning element, in relation to the lashing plate, which makes the work of the stevedor considerably easier, as he can carry out the lashing work on a quasi-rigid system. If significantly greater forces occur during operation of the vehicle, for example in rough seas, than when lashing, this structure enables a controlled rotation of the double plate around the connecting bolt on the lashing plate, largely unaffected by the pre-tensioning element. This only applies the restoring force to the double plate, whereby the double plate returns to its original position when the external forces decrease.

According to a further embodiment, the prestressing element consists of at least one spring which is in direct contact with the complementary shape of the double plate. In such an embodiment, the head element can be dispensed with. This also enables the use of one or more leaf springs as a prestressing element. When aligning them, both an arrangement in which the plane of the spring points in the direction of the connecting bolt and an arrangement in which the plane of the spring does not run through the connecting bolt can be provided.

According to a further preferred embodiment, the device has two pre-tensioning elements. The two tasks of the pre-tensioning element, which are fulfilled by the latter in embodiments with exactly one pre-tensioning element, are divided between these. The first pre-tensioning element, the head element of which is provided with a complementary The force that interacts with the shape of the double plate on the plate creates a retaining force and thus fixes the double plate in its original position. For this purpose, the spring, head element and complementary form are designed in such a way that the double plate does not rotate around the connecting bolt until it reaches a claw, which usually occurs when the container is lashed down. If this force is exceeded during operation of the vehicle, the head element leaves the complementary shape of the double plate, which may be trough-like or ball-socket-like, for example. At this point, the function of the additional pre-tensioning element begins, which is loaded linearly, for example. As the double plate is increasingly deflected from its original position, the restoring force of the spring of the additional pre-tensioning element can also increase. If the external force now decreases due to changed conditions, the restoring force causes the double plate to rotate towards its original position. If the external force is sufficiently low, the head element of the first preload element will slide back into the complementary shape of the double plate and fix it in the starting position.

A further advantageous embodiment deals in particular with devices in which the head element of the pre-tensioning element is cylindrical or similarly designed. In this case, the at least one lashing plate can have a lateral recess through which the head element is guided along the axis of the spring of the pre-tensioning element, thus preventing the pre-tensioning element from breaking out or jamming. In addition, the head element can be secured against slipping out of the recess sideways by means of a fastening means. This can be achieved, for example, by a split pin that is guided through the head element outside the at least one lashing plate. Such an arrangement is preferably provided on both sides of the head element.

The invention is explained in more detail below using some embodiments shown in the drawing. In the drawing:

Fig. 1 is a schematic representation of a first embodiment of the invention; Fig. 2 is a schematic representation of a second embodiment of the invention,

Fig. 3 different embodiments of a prestressing element;

Fig. 4 is a schematic representation of a third embodiment of the invention,

Fig. 5 is a schematic representation of a fourth embodiment of the invention;

Fig. 6 is a schematic representation of a fifth embodiment of the invention; and

Fig. 7 is a schematic representation of a sixth embodiment of the invention.

Fig. 1 shows a device 10 for attaching lashing means for containers to a vehicle, in particular a ship. The device 10 comprises two lashing plates 12, which are connected to a deck, a hatch cover or a lashing bridge via a connection not shown in detail, for example a welded connection. The device 10 also comprises a double plate 14. The double plate 14 is connected to the lashing plates 12 via a connecting bolt 18, the double plate 14 being rotatably mounted relative to the lashing plates 12 via the connecting bolt 18. The double plate 14 also comprises two lashing eyes 16. In the embodiment shown in Fig. 1, the lashing eyes 16 are arranged equidistant from the connecting bolt 18. The lashing eyes 16 are used to attach fixing means, preferably shackles. For example, tensioning screws are arranged on these, by means of which lashing rods are tightened to lash containers on board a ship. Due to the design, the lashing rods attached to the lashing eyes 16 are only subjected to tensile stress. The upper lashing eye 16 of the double plate 14 is always connected to the lower corner fitting of an upper of two containers stacked on top of each other, while the upper corner fitting of a lower of two containers stacked on top of each other is connected to the lower lashing eye 16. The two containers stacked on top of each other are directly connected to one another via coupling pieces, also known as twistlocks, arranged in the corner fittings. These prevent the upper container from lifting off the lower container, for example in rough seas.

Due to this arrangement, a tensile force is always initially introduced via the upper lashing eye 16 before a force triggered by the lower container acts on the lower lashing eye 16. In addition, the force introduced into the device 10 via the upper lashing eye 16 is always greater or exactly as great as the force introduced via the lower lashing eye 16. This means that the double plate 14 can only be deflected from the starting position shown in Fig. 1 in an anti-clockwise direction, never in a clockwise direction. According to the invention, a stop 22 is therefore provided on the lashing plate 12, which prevents the double plate 14 from rotating around the connecting bolt 18 in a clockwise direction, which is referred to as the first direction of rotation in the context of the present application. This arrangement helps the stevedore to lash the container in the event that he lashes the lower container first and therefore the case occurs, which is impossible during operation of the ship, that a greater force is introduced into the double plate 14 via the lower lashing eye 16 than via the upper lashing eye 16. It should be noted that the above information on the direction of rotation always refers to the arrangement shown in Fig. I (and subsequently in Figs. 2 and 4 to 7). If the device 10 is arranged in a mirror image, for example on the opposite side of a container, the directions of rotation are correspondingly opposite.

In a second direction of rotation, which is oriented counterclockwise as described above, a rotation of the double plate 14 around the connecting bolt 18 relative to the lashing plate 12 should not be prevented, since the device 10 could otherwise no longer fulfil its function of force compensation. Specifically, a The rotary movement of the double plate 14 in the second direction of rotation is permitted within a range of the forces and resulting angles of rotation that normally occur during operation of a vehicle, and is only limited in the opposite direction, i.e. the first direction of rotation. In concrete terms, the rotary movement in the first direction of rotation, starting from the rest position in Fig. 1, 2 and 4 to 7, in which the double plate 14 strikes the stop, is limited to 0° in the first direction and permitted in the opposite second direction by at least 15°. The specific angular range is not so important here. As already mentioned, it only matters that the rotary movement in the second direction during operation, i.e. during the sea voyage, is not hindered to the extent that it occurs during the sea voyage.

For this purpose, the device 10 comprises a pre-tensioning element 20 according to a second embodiment shown in Fig. 2. In this embodiment, the pre-tensioning element 20 consists of a spring 24 and a head element 26. For this purpose, a blind hole is provided in one, preferably in both, lashing plates 12. The spring 24 of the pre-tensioning element 20 is arranged in this. At the end of the pre-tensioning element 20 facing the double plate 14, the head element 26 is arranged so that it is in contact with the double plate 14.

One of the tasks of the pre-tensioning element 20 is to ensure that the double plate 14 remains in the starting position shown up to a certain force, which is introduced into the device 10 via the lashing eyes 16. For this purpose, a shape complementary to the head element 26 is provided on the part of the double plate 14 which is in contact with the pre-tensioning element 20. In the case of a spherical, cylindrical or arcuate head element 26, this can be, for example, a depression or a shape similar to a ball socket.

Fig. 3 shows several possible embodiments of the pre-tensioning element 20. This consists of a spring 24 and a head element 26. Depending on the individual circumstances, the head element 26 can be spherical, semi-spherical, cylindrical, toothed, curved or wedge-shaped. It is also conceivable that the head element 26 has a receptacle for better connection of the spring 24, as shown for example in the second example from the right.

Fig. 4 shows an embodiment of the device 10 according to the invention, in which the prestressing element 20 has a cylindrical head element 26. In addition, the lashing plates 12 have a slot-shaped recess, the width of which is slightly larger than the diameter of the head element 26. This arrangement causes the head element 26 to be guided in the recess during operation. This prevents the spring 24 from being loaded outside its axis, which minimizes the risk of the spring 24 jamming and/or blocking. Outside the lashing plate 12, the head element 26 is secured against axial displacement by a fastening means 28, in this case a split pin.

Fig. 5 to 7 show further embodiments of the device 10. Components which are structurally and functionally identical to the embodiments described above will not be discussed further. The pre-tensioning element 20 in the embodiments of Fig. 5 and 6 is a leaf spring which is subjected to bending. In the device 10 according to Fig. 5, the leaf spring is arranged in a similar way to the pre-tensioning elements 20 of Fig. 2 and 4, namely essentially in the direction of the connecting bolt. In the device 10 according to Fig. 6, however, a hole in the lashing plate 12 can be dispensed with. The leaf spring there is arranged parallel to the imaginary connecting line of the two lashing eyes 16.

A separation of the tasks of the pre-tensioning element 20 is realized in the embodiment shown in Fig. 7. The task of fixing the double plate 14 in its starting position up to a certain force is fulfilled by the upper of the two pre-tensioning elements 20 shown. For this purpose, analogous to the embodiment in Fig. 1, a shape of the double plate 14 complementary to the shape of the head element 26 is provided. In this case, a disc spring package is provided as the spring 24 instead of a spiral spring. The second task of the pre-tensioning element 20, namely the return of the double plate 14 to its starting position, is fulfilled in the embodiment according to Fig. 7 by an additional pre-tensioning element 30. This is arranged approximately horizontally. net, whereby the lever arm acting around the connecting bolt 18 is maximized. The introduction of force into the additional pre-tensioning element 30, which takes place via a corresponding complementary form on the double plate 14, is optimized in this way. The above separation of tasks makes it possible to use specially designed

5 pre-tensioning elements 20, 30, which on the one hand allows economical use and on the other hand promises high reliability and longevity of the device 10.

List of references

10 Device

12 Lashing plate

14 Double plate

16 Lashing Eye

18 connecting bolts

20 Voltage element

22 stop

24 Spring

26 Head element

28 Fasteners

30 Additional preload element

Claims

Expectations

1. Device (10) for attaching lashing means for containers to a vehicle, in particular a ship, with: at least one lashing plate (12), a double plate (14) which is rotatably attached to the at least one lashing plate (12) by means of a connecting bolt (18), which has at least two lashing eyes (16) for receiving one lashing means each, wherein the at least two lashing eyes (16) form a two-armed lever with respect to the connecting bolt (18), and with a first means for restricting a rotational movement of the double plate (14) about the connecting bolt (18), characterized in that the first means for restricting a rotational movement of the double plate (14) about the connecting bolt (18) in a first direction of rotation is a stop (22).

2. Device (10) according to claim 1, characterized by a second means for restricting a rotational movement of the double plate (14) about the connecting bolt (18) in a second rotational direction opposite to the first rotational direction, wherein the second means for restricting a rotational movement of the double plate (14) in the second rotational direction is a prestressing element (20).

3. Device (10) according to claim 2, characterized in that the prestressing element consists of at least one spring (24) and one head element (26), wherein the head element (26) is spherical, hemispherical, cylindrical, tooth-shaped, arc-shaped or wedge-shaped.

4. Device (10) according to claim 3, characterized in that the double plate (14) has a complementary shape to the head element (26) of the prestressing element (20) for interaction with the head element (26).

5. Device (10) according to claim 3 or 4, characterized by a fastening means (28) which is designed and constructed to secure the head element (26) of the prestressing element (20) against lateral displacement.

6. Device (10) according to one of claims 2 to 5, characterized by an additional prestressing element (30).