U.S. patent number 3,794,196 [Application Number 05/218,710] was granted by the patent office on 1974-02-26 for carrier for containers.
Invention is credited to Matti Terho, Reijo Tutto.
United States Patent |
3,794,196 |
Terho , et al. |
February 26, 1974 |
**Please see images for:
( Certificate of Correction ) ** |
CARRIER FOR CONTAINERS
Abstract
A carrier for the loading and unloading of elongated freight
containers includes a U-shaped body consisting of beams forming an
inner space corresponding to the size of the container, and
hydraulic means gripping and lifting the container. The U-shaped
body has four wheels at its corners with hydraulic motors and
steering means, an engine and a hydraulic pump driven by the engine
and operatively connected with the hydraulic wheel motors, the
steering means and the hydraulic gripping and lifting means. The
operative connections of the pump include control means.
Inventors: |
Terho; Matti (Naistenmatka,
SF), Tutto; Reijo (Tampere, SF) |
Family
ID: |
22816178 |
Appl.
No.: |
05/218,710 |
Filed: |
January 18, 1972 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
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85920 |
Nov 2, 1970 |
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Current U.S.
Class: |
414/458 |
Current CPC
Class: |
B66C
19/007 (20130101) |
Current International
Class: |
B66C
19/00 (20060101); B60p 001/64 () |
Field of
Search: |
;214/390,392,394,396
;294/67R,67BB |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Makay; Albert J.
Attorney, Agent or Firm: Richards & Geier Scher; V.
Alexander
Parent Case Text
The present application is a continuation-in-part of our co-pending
patent application Ser. No. 85,920, filed Nov. 2, 1970, entitled
"Side Loader for Containers."
Claims
What is claimed is:
1. A carrier for loading and unloading elongated freight
containers, comprising a U-shaped body consisting of an elongated
beam and two beams extending at right angles to the first-mentioned
beam and connected to the ends thereof, said beams enclosing a
space the length of which is substantially equal to the length of
the container to be transported and the breadth of which is
substantially equal to the width of said container, hydraulic
gripping and lifting means carried by said body for gripping said
container at its top corners and lifting it into a transporting
position and to a height which is at least equal to the height of
one container from its base when containers are to be stacked one
upon the other, four wheels carried by the corners of said body,
separate hydraulic motors connected with said wheels, means
connected with said motors and said wheels for steering said wheels
and changing their direction to the extent of 90.degree., an engine
carried by said body, at least one hydraulic pump driven by said
engine means supplying pressure fluid from said pump to said
hydraulic motors for the wheels, to said hydraulic gripping and
lifting means and to said means steering the wheels and changing
their direction, and electrohydraulic control means connected with
pressure fluid supplying means for controlling the gripping and
releasing of the container, for controlling the lifting and
lowering of the container, for accelerating and decelerating the
speed of travel of the carrier and changing its direction of travel
and for steering the wheels and changing their direction, wherein
said gripping means are displaceable relatively to the lifting
means longitudinally and laterally to the container.
Description
This invention relates to a carrier for containers.
The present invention is particularly concerned with the handling
of long freight containers.
The International Organization for Standardization issued an ISO
Recommendation R668, dated Feb. 1968 stating the dimensions and
ratings of freight containers. The carrier of the present invention
is particularly intended for handling containers designated as 1A,
1B and 1C in that Recommendation and having the lengths of 20, 30
and 40 feet or consisting of two longitudinally joined 20 feet
containers.
The term "handling" as used herein is intended to include
transportation of containers from shipboard to a storage area,
transportation from the storage area to shipboard, transportation
within the storage area and lifting of containers one upon the
other.
An object of the present invention is the provision of a carrier
which can be carried along in the ship.
This has the advantage that the ship can use harbors which do not
have special equipment for container handling. The carrier is
particularly intended for so-called ro-ro vessels having one or
several decks which are loaded and unloaded through a tail gate.
These container transporting vessels may touch a score of harbors
on their route.
Another object is the provision of a carrier which can rapidly load
and unload the containers.
This is particularly important for the above-mentioned vessels
touching a score of ports. However, in general, rapid loading and
unloading results in lower costs and a faster turnaround of the
ship.
A further object is the provision of a carrier which will eliminate
the need of expensive roll trailers of all types and achieves an 80
to 90 per unit cube utilization of hold space since it can enter
practically any place in the vessel and is able to stack containers
two high in a head room only inches higher than the carrier.
Yet another object of the present invention is the provision of a
carrier the operation of which does not require the necessity of
displacing the container laterally to a point outside the
carrier.
Prior art carriers which do not have this feature produced the risk
of toppling of the side loading carriers as well as a high point
load between the wheels on one side of the carrier and the
base.
Other objects of the present invention will become apparent in the
course of the following specification.
When a carrier according to the present invention is used, the
carrier grips the containers by the top corner castings at both
ends. The twist-locks enter the corner castings through their
vertical openings and not from above, as in the case of a top-lift.
Although the overall height of the carrier is small, the lifting
height is extremely high, and it is able to stack e.g. 8' .times.
8'6" .times. 40' containers two high. The lifting height without
increase in overall height of carrier is 300 mm (approx. 12"). The
four wheels of the carrier can be turned 90.degree. in motion and
on spot, or locked in any position in between for crab steering of
the carrier.
The invention will appear more clearly from the following detailed
description when taken in connection with the accompanying drawings
showing by way of example only, a preferred embodiment of the
inventive idea.
In the drawings:
FIG. 1 shows in perspective the carrier beside containers that have
been transported onto shipdeck.
FIG. 2 shows in perspective the carrier and the container to be
transported, which is shown as lifted into its upper position with
the aid of the lifting gear.
FIG. 3 is the hydraulic driving and braking circuit of the carrier
in simplified form.
FIG. 4 illustrates the principle of the carrier's steering gear,
including its hydraulic circuit.
According to FIG. 1, the carrier consists of a U-shaped body
comprising a first beam 2a, which has the length of the container 1
to be transported (that is, 20', 30' or 40'). To the ends of the
first beam 2a are connected second beams 2b, which have a length
consistent with the width of the container (e.g. 8'). Consequently,
a space having the size of the container to be carried remains
inside the body.
The carrier has at each corner of its U-shaped body, one rubber
wheel 6 in its fork 7. All wheels 6 are traction wheels and they
are steerable, and their direction can be changed by one single
operation by 90.degree., when the fundamental travelling direction
of the carrier is changed. The carrier has two fundamental
directions of travel, indicated in FIG. 1 by arrows A and B. The
longitudinal basic direction A of travel of the carrier is used
when containers are being transported from the point to another.
Thus the carrier is able to move in confined spaces. The requisite
width of the corridors for travelling is substantially merely the
width of the container 1, increased by the width of the first beam
2a. The container is approached, and withdrawn from, in the
fundamental direction of travel B. This enables the loading space
to be efficiently utilized in that between the containers to be
loaded only a space substantially equal to the width of the second
beams 2b is needed. In FIG. 1 the lifting gear for the container 1
is designated by the reference numeral 3 and the gripping device is
designated by the numeral 4. These devices 3 and 4 are mounted upon
the second beams 2b. The carrier is made to grip the container 1
with the devices 4 by the top corner castings of its shorter end
sides, which have been denoted with the numeral 38 in FIG. 1. Only
minimal space is then required above the container when one
container is placed on top another, for example. Two containers can
be placed on top of each other in the hold of the vessel even if
the height of the cargo space exceeds the aggregate height of two
containers by a few inches only.
According to FIG. 2, a motor 8 is mounted inside the first beam 2a
and drives one or several hydraulic pumps 9, from which the various
elements of the carrier obtain their power by pressure pipes. The
driving hut 5 of the carrier is placed at the juncture of beams 2a
and 2b, which secures the best possible visibility for the driver.
The driving hut 5 contains a driver's seat 10 and a steering wheel
11, and governing and control equipment for various functions.
These also include a wheel position indicator, by which the
position of the wheels 6 may be observed without direct view of the
wheels.
In order to achieve the most favorable mobility and best possible
steerability, hydraulic motors 12 have been placed in the hub of
each wheel 6 which obtain their power from the hydraulic pump 9
through a pipe system and control valves. The hydraulic motors
placed in the wheel hub are generally known, and no detailed
description of their design is therefore given. The details of the
design of the driving, steering and braking hydraulics will be
described later on. The hydraulics of the lifting and gripping
devices are commonly known, for which reason no detailed
description of these is considered necessary.
The operation of the lifting and gripping devices for the container
1, as shown in FIG. 2, will now be described:
The lifting devices consist of four components, namely, the lateral
shift beam 19, an inner frame, comprising a horizontal part 18, an
intermediate frame, and and outer frame. The lateral shift beam 19
carries gripping devices 4, and the vertical part 20 of the lifting
device carries the above-mentioned inner, intermediate and outer
frames, which are guided by rolls and sliding surfaces to be
vertically movable with reference to each other. These frames are
mutually attached by two chains 43 constituting a closed loop; they
transfer the vertical forces between the frames both upwardly and
downwardly and thereby enable the center of gravity of the
container to be displaced so as to be outside of the chain span.
The lifting device in its entirety is arranged to run along rails
fixed to the beams, supported by rolls.
Lifting is accomplished by power cylinders 13 and 14, which obtain
their pressure fluid from the pump 9. The lifting is carried out in
two stages: first the power cylinders 13 operate, followed by
operation of the power cylinders 14. The first cylinders 13 raise
the entire lifting gear, guided by the rails. The second power
cylinders 14 rise along with the lifting gear in the described
manner; subsequently, when the second power cylinders 14 operate,
the chains 43 double the lifting span of the power cylinders
14.
In FIG. 2, the container 1 has been shown as being raised to its
upper position, in which the container is at such height that the
carrier can be driven into a position in which the raised container
1 may be directly lowered upon another container resting on the
transporting base.
At the stage when the container is gripped, it is rather difficult
to drive the carrier with one-centimeter accuracy into a position
in which all four gripping elements 21 will be exactly positioned
with reference to the top corner castings 38 of the container 1.
Therefore, in order to facilitate the gripping operation and to
provide an exact positioning of the container during lowering,
means for lateral and longitudinal displacement have been provided
in the lifting and gripping devices. For this purpose, the
horizontal beam 18 has a sliding surface on which the lateral shift
beam 19 moves, which is moved with reference to the horizontal beam
18 by the lateral shift cylinder 15. The distance of about 1,000 mm
outwardly from the center has been found to be a suitable lateral
shift range. For longitudinal displacement, a beam 42 has been
provided which is movable upon the lateral shift beam 19
longitudinally to the container 1 by the longitudinal shift
cylinder 16. The distance of about 150 mm has been found to
constitute a suitable total longitudinal shift range. As gripping
devices 4, attached to the beam 42, operate dowel-like rods 21,
known in prior art, which are turnable about their longitudinal
axis through 90 degrees into two different positions, in one of
which the rods 21 can be inserted into the corner castings 38 of
the container 1, while in the other position the rods 21 are
secured in the corner castings 38. The rods 21 of the gripping
devices 4 are turned in the manner described by turning cylinders
17.
Furthermore, feeler elements 22 have been provided in connection
with the lifting and gripping devices which sense the position of
the lateral shift beam 19 with reference to the container 1 on the
side, top and end of the container 1. The feeler elements 22 are
associated with microswitches, known in prior art, which supply
pulses for the control of the lateral, vertical and longitudinal
movements. The microswitches are employed to control
electrohydraulic valves, which in their turn control the movements
of the power cylinders 13, 14, 15, 16 and 17. The gripping of the
container 1 and releasing of the container can thus be made to take
place automactically, by depressing push bottons marked "Grip" and
"Release," respectively, which are to be found in the driving hut
5, whereby the series of movements of the different power cylinders
are carried out in succession, controlled by the said microswitches
and in accordance with a pre-set program. The gripping and
releasing of the container 1 thus cannot be affected by misjudgment
on the driver's part.
The power transfer of the carrier operates according to the
hydrostatic principle. The driving and braking circuit, shown in
FIG. 3, is now described in greater detail. Hydrostatic pressure is
supplied by the pumps 9, connected by means of a driving unit to be
driven by the motor 8; two of these pumps are shown in FIG. 3,
namely, the variable supply pumps P.sub.1 and P.sub.2, the
volumetric supply rate of which is controlled and directed by the
aid of electrohydraulic selector valves 24 to 28 to go to the
desired functional units. The selector valves 24 to 28 are
controlled by the driver from the driving hut 5. The power transfer
hydraulics of the travelling motors M.sub.1, M.sub.2, M.sub.3 and
M.sub.4 constitute a closed circuit, in which the adjustable axial
pumps P.sub.1 and P.sub.2 supply oil to the hydraulic motors 12 in
the wheel hubs. The adjustable pumps P.sub.1 and P.sub.2 have been
provided with power limiters, which ensure that the engine 8 does
not stall if the driver should attempt to overload the pumps.
By means of the hydraulics shown in FIG. 3 both four-wheel traction
and two-wheel traction is obtainable, wherein the speeds will be
different. For four-wheel traction the selector valves 24, 25 and
26 are in position a, whereby the adjustable pumps P.sub.1 and
P.sub.2 supply the travelling motors M.sub.1 to M.sub.4 in
parallel. At two-wheel traction the selector valves 24 to 26 are in
position b and selector valve 25 is in position a, whereby the
adjustable pump P.sub.1 supplies the travelling motor M.sub.2 and
adjustable pump P.sub.2 supplies the travelling motor M.sub.3,
while travelling motors M.sub.1 and M.sub.4 together constitute a
closed circuit. In addition, so-called steering travel can be
accomplished, wherein the selector valves 24 and 26 are in position
b, whereby the adjustable pump P.sub.1 supplies the travelling
motors M.sub.1 and M.sub.2 and adjustable pump P.sub.2 supplies the
travelling motors M.sub.3 and M.sub.4. With this steering driving,
even very complex routes of travel may be followed.
Braking is accomplished as follows, in accordance with the diagram
of FIG. 3. The outputs of pumps P.sub.1 and P.sub.2 are shifted to
zero, and similtaneously the selector valve 28 begins to bleed oil
from the brake cylinders 23 into the hydraulic fluid tank 39,
whereby the brake spring 40 urges the brake shoes into contact. The
selector valve 27 for the parking brake has the braking position b.
When any one of the selector valves 24 to 26 is in position a, that
is when it is energized, the selector valve 27 also obtains its
action current, and consequently when any mode of driving has been
selected, the parking brake is automatically disengaged, provided
that there is pressure in the brake system pipes, that is the
carrier is in motion or starting to move. In the opposite case the
parking brake is automatically engaged.
FIG. 4 shows the steering system of the carrier with its hydraulic
diagram. The system is a four-wheel steering system, wherein the
valve 30 (Orbitrol valve) is used to direct the oil over selecctor
valves 31 and 32 to steering cylinders 29 provided with a piston
rod 41 passing through the cylinder. The piston rods 41 of the
steering cylinders 29 actuate the chains 34, which have been
attached to sprocket wheels 35 on the upper end of the central post
36 of the wheel fork 7. The chains run over guiding wheels 37. When
the piston rods 41 are moved by pressure from the pump 33, the
chains 34 also move in such manner that the wheels 6 on the same
end of the carrier turn through exactly equal angles. The selector
valves 31 and 32 may be used to select different modes of steering
as follows: With selector valve 31 in position b and selector valve
32 in its central position, so-called "straddle truck steering" is
achieved, with which the carrier tends to run in a circle having
its center on one side of the carrier. The turning angles of the
wheels are then .+-.20.degree.. At so-called oblique driving the
selector valve 31 is in position a and the valve 30 is in its
central position. At this mode of driving the turning angles of the
wheels may be -20.degree. to 0.degree. to +100.degree..
The following characteristics are typical of the steering system
employed in the carrier of the present invention. A controlled
amount of pressurized oil passes by the pipes from the steering
device to the steering cylinder 29, causing a turning of the wheels
6 which is consistent with the amount by which the steering wheel
11 has been turned. The required steering force is very small under
all conditions.
* * * * *