The present invention relates to a container handling, operation and flow system comprising a plurality of base elements for mounting on containers and fasteners for locking the base elements on to corner fittings of a container.
Such a system, which provides quick and easy container handling in container terminals as well as on board vessels, is described in PCT/DK2008/050245. These base elements are designed for resting on containers in terminals and on board vessels. Empty and loaded containers, such as ISO-shipment containers, can be transported or rolled over the base elements, which are preferably arranged to form a path, and the base elements can also be used for carrying equipment, particularly cranes, shuttles and other base elements.
It is expected that in the future container transportation will continue to rise globally. The ongoing trend to bigger and new container vessel design increase the importance of ports and transshipment hubs due to growing relevance of hub-and-spoke shipments. In addition, customers are demanding greener supply-chains, which is made possible enabled through a more efficient and advanced supply-chain with optimal exchange and direct transportation. Especially the productivity and functionality of terminals, warehouses and vessels are essential factors in this process to reach a higher level of efficiency in the entire chain which require new technology and methods.
Container terminal operations can be differentiated into four groups: Vessel berthing, crane operation, inner terminal transportation and optimal storage and stacking of containers. Ports generally strive to achieve shortest possible berth time for the demanded container exchange volume considering all these factors. For this very specific and complex operation ports sometimes require planning time of up to one month in advance because many limiting and conflicting variables need to be considered and managed to achieve best overall solutions. Containers need to be moved frequently in and out a terminal, warehouse, vessel etc. Therefore complex data calculations are executed to determine optimal storage places for containers and their transportation. To simplify port operations and as wind stability and stacking security can otherwise not be ensured container stacks in terminals are today often only stacked 3 to 5 floors high. But also currently employed equipment and the need for frequent restacking of containers to be able to get access to the one in demand in higher stacks would be too complex to organize and economically too inefficient. In addition, actual operations are usually slowed down because of overloaded areas in yards, crane interference, traffic congestion, equipment malfunctions or storage problems. Such problems quickly spread over to the whole system and affect all involved operations negatively. As a result, berth times of vessels are long, terminal investments are high and terminal operations are complex, loud, highly energy consumptive, difficult to organize and maintain, instable and limited.
It is therefore the object of the invention to provide a container handling and flow system, where the process is further optimized and simplified and where capabilities and functionality of the technology is increased and operation cost and emissions are reduced.
This is achieved with a container handling and flow system, where the base elements are elongate and have a length corresponding to the width of the containers to be handled, said system possibly including base elements of different lengths corresponding to different container standards, where the fasteners are arranged one at each end of the base element at a distance corresponding the distance between the corner fittings, and where said base elements have sufficient strength and stiffness for allowing transfer of the load of one or more container(s) resting on top of or moving across a pair of base elements.
As the base elements are now considerably smaller than in PCT/DK2008/050245 and thus easier to hand and store, the requirement for expensive cranes in container handling can be reduced. The base elements may even be installed on containers over its entire shipping time from an initial location A to a final location B along the entire or at least part of the transportation chain and storage. This flexibility guarantees the right handling and infrastructure capacity at actual points of demand. This is impossible today where many ports in the world are facing infrastructure bottlenecks, which, with todays technology it will take them years to overcome with very risky and cost intensive long-term investments. With the new invention an easy solution is provided, which can easily adjust to the handled volume.
It is also possible to provide base elements capable of spanning the width of two or more containers arranged side-by-side or close to each other in the same row, or within the pair of elements on same container. In this way the base elements may be used for providing increased stability, when containers are stacked, either on board a vessel or when stored in terminals or warehouses. The interconnection may, however, also be used for interconnecting two or more containers into a single unit, which may be handled as one. Particularly the latter use sets certain demands on the fasteners, which may be of any kind, including traditional twist-locks. The structural design of base elements may be specifically created to take high loads from goods and containers above on their own or in connection with others and transferring the loads to one or more containers located beneath in one or more stacks.
Base elements may be mounted either at the top or at the bottom of the container or both at the top and the bottom. Such top base elements and bottom base elements need not be identical and it is preferred that least some of the top and/or bottom base elements are designed to come into engagement with each other so that the bottom base elements resting on top of top base elements of other containers can be kept in place. This may be achieved with fasteners, like twist-locks, locking the top and bottom base elements to each other in a stationary way, or by proving one of them with a groove and the other with a projection, so that the uppermost container is allowed to move across the lowermost container, but is prevented from moving in its length direction. These two types of interlocking may of course be combined.
Preferably, at least some of the base elements are equipped with rollers, wheels or conveyors, which may be either passive or driven by roller motors, conveyor drives, push/pull systems or the like capable of moving at least one container. Ideally the wheels or rollers of top base elements should be made such that a common standard ISO container can be moved over them from element to element without need of further elements or attachments, such as bottom base elements. This may be achieved by using wheels or rollers of small dimensions and/or sitting closely together and/or wheels in diagonal shape and/or wheels positioned with an overlap to each other. This further reduces the need for cranes and like equipment used for handling containers, particularly in terminals and warehouses, but also on board vessels. Ideally the driven units should have engines, such as electric, hybrid, fuel-cell, magnetic or the like, with enough power to move containers over a string of multiple elements and/or move more than one container. It is also advantageous to provide at least some of the base elements with brakes capable of stopping or at least slowing down a container or other unit moving across them and possibly being able to regain kinetic energy in doing so. Base elements should preferably contain vibration dampeners, which will optimize the dynamic load distribution on elements. Such vibration dampeners can be integrated along the entire base element or be found only at the points of connection to the container.
It is, however, possible to use simple bridges as top or bottom base elements if opposite base elements (bottom or top, respectively) have wheels or rollers or if wheels or rollers are integrated in the containers such as shown in PCT/DK 2009/050168.
The design details of the base elements will of course depend on the number of build in functional elements and its intended purpose, but base elements shaped as bridges with a curved side in the length direction provides excellent load-bearing abilities with or without comprising suspension or dampening means, while at the same time keeping the weight and required investment down.
The container handling and flow system may further comprising one or more functional element(s) chosen from the group consisting of: carriers, cranes, lashing, supply and/or stabilization elements, roof and/or sidewall systems for water, wind and sunlight protection, safety and security solutions, lights, lamps, closed-circuit television (CCTV) and control cameras, remote control units, wireless or Bluetooth systems, network solutions, RFID and/or memory and control chips, Gensets, Engines, Power Packs, fly wheels, batteries, capacitors, chargers, cooling systems, grooved tracks, weight balancing and trimming means for container, stacks and vessels, sensors for sensing e.g. distances, container and stacking stability, damages, motions, weather, etc. as well as supply of air/gas or electricity, said functional element(s) being either separate or connected and grouped unit(s) or integrated in the base elements. It needs to mentioned, that each functional element may instead also be mounted or integrated into a shuttle driving through or along the base elements and in this way even reducing the costs of standard base element or container. Due to such additional functions the container positioning on vessels, terminals or warehouses is simplified as containers can be stacked and served modularly anywhere and not only in special slots as has previously been the case without necessitating an additional ground space. Secondly, this solution avoids very expensive terminal layouts where such functions are integrated in the terminal infrastructure. Today such functional elements often have to be integrated in the foundation of the terminal, where heavy loads need to be transported above, which is costly to achieve or requires surface space, which is then lost and/or hampers the daily operations. Thirdly, monitoring containers and their movement can contribute to a well controlled operation.
It is particularly preferred to use a combination of differently equipped base elements and other units, just as it is possible to modularly equip base elements and other units with required features prior to use.
Containers equipped with top base elements can be arranged to form a path for other containers and/or be arranged in terminals or on vessels so that they form access paths for container and/or small box supply and exchange carriers and/or shuttles with or without functional elements
On board vessels it is usually necessary to lash at least some of the containers in the lower rows of container stacks on deck to keep them from sliding or tipping during hard weather and causing vessel instability, cargo losses and/or damages to the vessel structure, but according to the present invention lashing may also be used on shore to secure the containers against strong winds and against dynamic loads for example when moving a container stack. It is therefore preferred that the base elements are interconnected in a brick-mode or other kind to sufficiently lash and fix the container. Alternatively at least some of the base elements can include other types of lashing elements or tracks or connectors for attachment of lashing elements. Conventional lashing equipment is known e.g. from patent No. DE 10005887A1 and will therefore not be described in detail here.
When lashing functionality is provided as part of the base elements, it is possible to lash and stabilize containers and stacks safely wherever needed, and this optionally also in an automatic way, providing high speed and flexible lashing on all rows of the stack and/or between them. Apart from the traditional lashing equipment, which may lock into openings in the base elements, an interconnection of top and bottom base elements or the use of extra long elements interconnecting adjacent containers may also provide the needed stabilisation or supplement traditional lashing. Alternatively, a lashing system may also be imagined, where a shuttle carrier provided with an arm is installing and demounting traditional or modified lashing means into the common container fittings and/or base elements.
In this way a simple and efficient system is created which can also be managed remotely without having a need for stevedores in dangerous locations. Additionally, such a system is not only much faster but also more flexible in operation than currently known lashing solutions. It can of course also be imagined that such solutions are used as flexible and automatically moveable stabilization embodiment in vessels, terminals or warehouses, for example for more fragile containers or open sided containers such as described in PCT/DK2009/050168 to provide further stiffness and safety.
A flexible lashing function may also be used to support container stacks in terminals, warehouses or the like, which rest on each others and are moving on base elements or tracks through the terminal or warehouse in a flow process. In a preferred container flow process all or many containers are moveable, which for the first time enables exchange of ISO containers in terminals or warehouses without lifting. Containers are just rolled/moved forward backward or sideways on the base elements whenever required. Container can so be moved from one stack to another or from one stack to a fixed shelf-system and/or be moved onto special carriers with or without lifting, driving or rolling means. Such a complete flow system generates a flexible solution, which efficiently allows containers to be removed and positioned, while still granting optimal space usage in restricted areas as container stacks can be placed as close as possible to each other and be moved apart when there is a need, which is more space efficient than today solutions in ports. Secondly, the need to lift containers is further reduced as container positions are frequently changed by using modern software and simulation flow solutions and so being frequently accessible and economically as well as timely more efficiently changeable.
In the ideal solution this process may be combined with an inclined supporting surface reducing the energy needs. The inclination may form a straight line from one end of the terminal or warehouse to the other with or without integrated sideways or may be build in lines and curves allowing the container to be rolled/moved back to the quay. A three dimensional inclination surface structure could be imagined too but will often be too costly to realize. Lifting thus only has to take place once or a few times and may be concentrated to one or a few places in the terminal or warehouse. To compensate the effect of inclination a bottom container carrier or bottom base elements may be made in a negative passive form to the inclination angle to ensure that the container stack itself has no or almost no angle, which has to be avoided for cargo security and operation safety. It is of course also possible to employ an active hydraulic device for the equalization of height level of stacks as integrated or separate unit to the base elements or bottom carriers. The negative element and/or the hydraulic devices may even be built in a shape bringing two or more container stacks to the same height level to ease the work of carriers and shuttles driving along the attachments for pick-up and exchange cargo. An inclination solutions would be of major benefit not only for transhipment hubs in terms of energy, emissions, operational planning complexity and time requirement. Such flexible concept does not only allow buffer paths of containers being build on its top level such as shown in PCT/DK2008/050245, but now also being enabled on all levels of container floors in case all stacked containers are moveable. So can entire ship loads now be moved and sorted optimally together over the time in the terminals and container loads be optimal exchanged for best possible shipment efficiency. This kind of new flexibility allows not only an improved inner terminal/warehouse transportation system and a faster vessel, truck and train loading and unloading process, but also an improved space optimized container stacking method in terminals/warehouses with reduced total operation times. Part of this invention is also the required software and controlling management systems, which ensures that the right ISO-container is at its required place in the terminal or warehouse at the desired time and with the right cargo loaded by keeping track of all moves and enabling a smooth and energy efficient operation. Such a system may be controlled from a central external system, possibly even remotely via network systems from other points in the world, but it is preferred that it is organized in a decentralised manner by autonomous systems included in the base elements, carriers and/or shuttles, which would improve the efficiency, maintenance and operational stability of the modular flow solution. However, such decentralized systems would of course also have interfaces for data and information exchanges with external networks for the satisfaction of customer demands and supervision in general.
Furthermore, such a system optimal is for use of open sided containers such as described in PCT/DK2009/50167 and the exchange of cargo between these or other means for transportation, such as trucks, trains, cars or the like, to enable efficient global transportation chains. For this purpose the container handling and flow system may further include attachment or adjustment members for being mounted directly on or integrated in containers. These may for example be rail elements attached to the upper corner fittings of containers and spanning their length, so that they may serves a bearings for load carriers, thus allowing the build of a fully functional warehouse system for allowing quick and easy exchange of container loads, for example for boxes such as described in PCT/DK2009/050167. Such attachment members may make use of the existing container profiles and/or forklift holes/depressions by suitable negative patterns to optimally distribute loads and granting higher flexibility.
As for the mounting of the base elements, this may be performed in several ways, but to keep labour cost at a minimum, it is preferred that base elements elements are mounted by a robotic or machine system, preferably at first point of contact in a warehouse or a container terminal. Storage facilities and/or supply systems for storing and delivering base elements, respectively, which are also advantageously part of the system according to the invention, may be provided in the vicinity of such a mounting facility or elsewhere. Mounting, storing or delivery equipment may include or be supplemented by one or more control units to ensure only installation of properly functioning ready-to-use elements.
Alternatively, or as a supplement, the container handling and flow system may further including mounting carriers for running onto or along other base elements, which has already been mounted, to mount or dismount base elements on other containers thereby allowing flexible installation at any point. This may, however, set certain limits on the design of the base element. As an example, it is preferred that the height of the base element is bigger than its width, when seen in the mounted position, so that when turned 90 degrees about its own length axis it may pass through the space between two containers mounted on top of each other with base elements interposed. In this way base elements may be taken to virtually any place in the array formed by the containers in a terminal or on board a vessel with minimal effort and equipment. For the same reasons the base elements may be specifically designed and comprise a grooved path, where spare elements can rest and/or be moved through by being pushed or pulled. Of course such grooved paths could also be used for modular designed functional elements, which have been described above.
Particularly if containers are to be transported to another location also using a container handling and flow system according to the invention, it may be advantageous that the base elements are left on the container, when it is transferred to a vessel, truck or train. This saves dismounting and subsequent remounting of base elements and if the base elements are for example provided with lashing functionalities, these may also be utilised during transportation. The mounting would provide the possibility to change the container load positions during a sea voyage and so prepare the vessel and/or the cargo inside the containers optimally for its next destination, which reduces berth times and handling needs by optimized supply chains. Part of this invention is hence also a suitable container vessel design, where containers can be moved by the invented elements or means from one row to another and/or one stack to another on deck as well as inside the hull in its north, south as well as west and east direction. For this purpose but not limited thereto, base elements are made connectable to additional vertical and horizontal strengthening members and being so able in a modular system to be build up as a fully functional shelf and storage system.
The base elements are preferably made with one or more materials chosen from the group consisting of: metal, such as steel, plastic and composites, including fibres reinforced materials. In any event the material should be suitable to transmit and/or absorb forces generated by moving goods and/or containers.
In the following, the invention will be described in closer detail with reference to the drawing, in which:
a-6c are cross-sectional views of different types of cooperating top and bottom base elements,
a-12c are cross-sectional views of different types of attachment members,
a-16c are cross-sectional views showing the installation of a container in the warehouse of
A container with top base elements 1 attached to its upper corner fittings 14 so that they span across the width of the container at each end is shown in
At their upper surfaces the base elements 1 are provided with wheels 16. These may be passive, simply allowing another container to pass over without any substantial friction, or active so that a container sitting on top of the base element can be set into motion. In the latter case, the base element includes an internal motor (not shown) and is supplied with electrical power via suitable connector sockets and hitch 9 as shown in
In this, whenever reference is made to a container resting on top of or moving across base elements, it is to be understood that this also applies to other objects such as lifting devices or other types of storage units.
The side surfaces of the base elements facing away from the container are provided with longitudinal projections 17, which may serve for interconnection with other base element or as rails for supplementary equipment as will be explained later. Finally, the end surfaces of the base elements are provided with connector 9 for interconnection with other base elements. These connectors may be simple projections to be used only for a mechanical connection or they may be electrical connectors, for example for supplying energy to an internal motor, fluid connectors or the like depending on any functional elements included in the base elements as will be explained later. Here the connectors 9 are visible only at one end of the base elements, but it is to be understood that the opposite end surfaces may also be provided with connectors. These may be identical to the ones shown, but it is preferred that the connectors at opposite ends of a base element are made to cooperate, e.g. as plug and socket.
A second embodiment, where the top base elements 1 are provided with grooved tracks 18 in stead of the longitudinal projections 17, is shown in
Another difference from
The embodiments of the top base element 1 shown in
An alternative would of course be to use belts or chains, which provide a wholly or substantially continuous support, but wheels or rollers generally tend to demand less maintenance. Particularly since a base elements can often be used even if there is a failure on one or a few wheels.
A fifth type of top base element 1, which is also provided with adjustment members as in
The uppermost container shown in
Moving now to
A more complex embodiment of the top base elements 1 is shown in
Further to the construction of the base element in
Additional functional elements found on the base elements in
As indicated in
Another example of the use of grooved tracks facing away from the container in shown in
The embodiment shown in
The function of the lashing devices 21, 22 in
Lashing of containers may, however, also be achieved by a simple overlapping brick arrangement and interlocking of top and/or bottom base elements, so that one container is arranged with its middle above the gap between two neighbouring containers. The connectors 20′ shown on the base element in
An alternative to the adjustment elements 33 shown in
The basic idea behind the use of base elements for housing functional elements and transferring loads may also be employed in a warehouse solution as shown in
a-16c show different embodiments of the detail marked E in
b really shows two different embodiments, namely one on the right, where the bottom base element 31 is provided with wheels 46 for running in the groove of the shelf element 51, and another on the left, where the shelf element 51 is provided with one or more wheeled runners for carrying containers.
Finally,
Where
It is to be understood that the invention is not limited to the embodiments described above and shown on the drawing, only by the claims, and that the features described in each of these embodiments may thus be combined in other ways than those described without departing form the scope of the invention. For example features described above with reference to a top base element may also be employed in a bottom base element.
Filing Document | Filing Date | Country | Kind | 371c Date |
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PCT/IB2011/051994 | 5/5/2011 | WO | 00 | 3/3/2014 |