EP1560738A2

EP1560738A2 - Cargo securing device

Info

Publication number: EP1560738A2
Application number: EP03775282A
Authority: EP
Inventors: Andreas Ernst; Hans-Jurgen Metze; Bertram Wieloch; Dr. Johannes Nicolin
Original assignee: Bombardier Transportation GmbH
Current assignee: Alstom Transportation Germany GmbH
Priority date: 2002-11-05
Filing date: 2003-11-03
Publication date: 2005-08-10
Also published as: GB0225763D0; WO2004041617A3; AU2003283340A8; AU2003283340A1; WO2004041617A2

Abstract

A cargo securing device (2) adapted to resist shifting of a load (30) located on a cargo surface (1), comprises a securing member having a first face (19) for contacting the load and a second face (24) for contacting the cargo surface. The securing member is provided with a latch (10) engageable in the cargo surface whereby a force exerted by the load on the first face is transmitted through the latch to the cargo surface to prevent shifting of the load. The cargo securing device is provided with a load release mechanism adapted to release the force on the latch to facilitate its disengagement from the cargo surface. The device may be provided with a flexible anchor (8) by which the securing member may be slid along a slot in the cargo surface. It is particularly adapted for securing loads against shifting during rail transport.

Description

CARGO SECURING DEVICE

The present invention relates to a cargo securing device and more particularly to a cargo securing device for a rail vehicle for securing goods against movement, especially transverse movment.

Cargo transported by rail is subject to various forces, including forces generated by acceleration on negotiating curves and when stopping and starting, in addition to the long term effects of vibration. Any shifting of the load within a wagon can lead to damage of the cargo itself and also inbalance in the vehicle which may have consequences for the safety of the vehicle against derailment. Additionally it can lead to danger to rail personnel, especially when unloading.

To alleviate these problems it is customary to provide freight wagons with means to prevent slipping or shifting of the load. For preventing movement in the longitudinal direction, it is known to use moveable partitions or walls against which the cargo can be supported. These partitions may be provided with latching or locking elements which engage at suitable points in the floor and roof or walls of the wagon. For preventing movement in the transverse direction, securing profiles have been employed. These profiles, generally in the form of longitudinally extending members, must be securely fixed to the floor of the wagon to retain the cargo from transverse movement. They must however be easily adjustable to allow for different forms and positioning of the cargo. When not in use they should also be storable in such a way that the loading surface is not obstructed.

A prior art cargo securing device is known from EP0856450 A which discloses a system having two or more beams lying parallel to one another, perpendicular to the longitudinal axis of the carriage and let into its floor. There are also two or more longitudinal securing profiles of similar cross-section, mounted on top of the beams and locked in the required position to immobilise the transported load. When not in use the securing profiles can be stowed in recesses at the sides of the carriage. The beams are provided with regularly spaced latching slots into which moveable latches on the securing profiles may engage. In order to relocate the securing profiles, the latches must be released from engagement by manual actuation. This is particularly problematic under conditions where the load has shifted against the securing profile and the latch is subjected to transverse forces trapping it in its slot. Additionally, the design is complicated, involving a considerable number of parts which add to the size and weight of the securing profile which must, in general_.be manoeuvred by hand.

An alternative arrangement is known from DE 10013643 A in which the latching element itself is located within a rail, set into the loading floor. A transverse force on the securing profile increases the force on the latching element. No arrangement is provided for load relief in order to facilitate release of the securing profile when under load.

Other similar arrangements are known- from DE 10040058 A and DE 19824678 C. Both of these devices include pin or latch elements rigidly attached to the securing profile. The presence of an undercut on the latches, makes removal of the securing profile particularly difficult if under load.

An additional problem encountered in the prior art is the use of retaining means to prevent complete removal or loss of the securing profiles. In the devices known from EP0856450

A, DE 10040058 A and DE 10013643 A a retaining means is provided in the form of a sliding member retained either in the fixing rail or in an adjacent slot. These retaining means are of generally rigid construction and may increase the difficulty of release of a securing profile which has been subjected to load by shifting of the cargo and which may have been caused to tilt or skew. It is also inconvenient to slide and reposition these devices. If the securing profile is not perpendicular to the beams or rails set into the floor, the retaining means may snag and prevent sliding. There is therefore a need to provide a simplified arrangement for securing cargo, which allows for easy release, even when subjected to considerable transverse loading. Such a device should preferably be simple, light and easy to manoeuvre and relocate without jamming or snagging without recourse to additional equipment.

According to the present invention a cargo securing device for resisting the shifting of a load located on a cargo surface, is provided comprising a securing member having a first face for contacting the load and a second face for contacting the cargo surface. The securing member is provided with a latch engageable in the cargo surface whereby a force exerted by the load on the first face is transmitted through the latch to the cargo surface to prevent shifting of the load. The cargo securing device is provided with a load release mechanism adapted to release the force on the latch to facilitate its disengagement from the cargo surface.

In a first embodiment of the present invention, the latch can be locked with respect to the securing member and the load release mechanism serves to release the latch for movement with respect to the securing member in a direction opposite to the force.

In an alternative embodiment of the invention the latch comprises a detent extending from the second face to transmit the force, and the load release mechanism comprises a cam profile on the first face whereby a rotation of the securing member against the load causes disengagement of the detent to permit movement of the securing member with respect to the load in a direction opposite to the force.

In another alternative embodiment of the invention the load release mechanism comprises an L-shaped slot in which the latch is received. The L-shaped slot may be part of the securing member or it may be part of the cargo surface itself. In a further alternative, the invention provides for a cargo securing device adapted to resist shifting of a load located on a cargo surface, the device comprising a securing member having a first face for contacting the load and a second face for contacting the cargo surface, the securing member being provided with a latch engageable in the cargo surface whereby a force exerted by the lo.ad on the first face is transmitted through the latch to the cargo surface to prevent shifting of the load, the cargo securing device being provided with a flexible anchor slideably retained in a slot in the cargo surface.

Further aspects and advantages of the present invention are embodied in the dependent claims.

Embodiments of the present invention will now be described, by way of example only, having reference to the accompanying figures, in which:

Figure 1 is a plan view of the cargo surface of a rail vehicle according to the present invention;

Figure 2 is a cross-sectional view of a cargo-securing device of the present invention along line A- A in Figure 1;

Figure 3 is a cross-sectional view of a cargo-securing device of the present invention along line B-B in Figure 1 ;

Figure 4 is a detailed view of the cargo securing device of Figure 3 showing details of the construction of a load release mechanism according to a first embodiment of the present invention;

Figure 5 is a similar view to that of Figure 4, indicating the cargo securing device under load; Figure 6 is a similar view to that of Figure 4, indicating the cargo securing device after release of the load;

Figure 7 is a detail Z of the tip of the protrusion of Figure 5;

Figure 8 is a view of a cargo securing device according to the present invention including , an alternative wedge element;

Figure 9 is a cross sectional view of a second embodiment of a cargo securing device according to the present invention;

Figure 10 is a similar view to that of Figure 9, indicating the cargo securing device under load;

Figure 11 is a similar view to that of Figure 9, indicating the cargo securing device after release of the load;

Figure 12 is a cross sectional view of an alternative arrangement of latch;

Figure 13 is a horizontal cross section through the housing of a cargo securing device of the present invention indicating an alternative latch mounting; and

Figure 14 is a plan view of a cargo surface employing an alternative arrangement of latch openings.

Figure 1 shows a plan view of a cargo surface 1 as may typically be present in a freight train. According to the present invention, the cargo surface 1 is provided with a number of securing bars 2 some of which are stowed along the sides of the cargo surface and some of which are arranged to laterally support an item of cargo 30 located upon the cargo surface 1 in order to reduce or prevent sideways shifting of the load. The cargo surface is provided with a number of retaining rails 3 set into the floor of the vehicle, provided with grid like openings 4 and elongate slots 7, the functions of which will be further described below.

Figure 2 illustrates a cross section of one such rail 3 along the line A-A of Figure 1 showing a securing bar 2 mounted on the cargo surface 1. The securing bar 2 is provided on its undersurface with a latch 10 which protrudes downwards and inserts into an opening 4 of the retaining rail 3. The lower edge of the latch 10 is provided with a first barb 11. First barb 11 has the function of preventing the latch 10 from leaving the opening 4 in the case of a jolt on longitudinal impact of the train e.g. during shunting. The opening 4 is also provided with a supporting member 6 against which the lower portion of the latch can act. Alongside the opening 4, elongate slot 7 can be seen in cross-section. An anchor 8 is arranged within the slot 7 and is retained therein by an enlarged retaining head 9. The upper end of the anchor 8 is secured, to the securing bar 2 whereby the securing bar 2 may be slid along the retaining rail 3 as anchor 8 follows the slot 7. Complete removal and loss or of the securing bar is thus avoided.

In Figure 2 and in the remainder of the description a single latch 10 and its associated parts will be described. As can be seen from Figure 1 however, each securing bar spans two retaining rails and is thus provided with. two latching arrangements. It is however to be understood that alternative arrangements could equally be employed using three or more latches to each bar or using only a single latch. Similarly, while straight securing bars have been illustrated, alternative shapes or forms of securing members could be used, adapted to the shape or form of the particular cargo being transported.

According to an important aspect of the present invention, the anchor 8 may be formed as a flexible member. In the embodiment of Figure 2, this is in the form of a short cable tie. Other forms of flexible member such as chains, jointed bars and the like may also be used. By incorporating flexibility into the anchor, jamming of the securing bar 2 on sliding across the cargo surface 1 is substantially avoided. This is particularly problematic in cases where the bar 2 has come under significant load during transportation and has already twisted or jammed. In such a situation, a rigid anchor may exacerbate such jamming making removal of the bar and the cargo particularly inconvenient.

Figure 3 shows a cross sectional view along line B-B of Figure 1 taken at 90° to Figure 2. In this view, the profile of a first securing bar 2 in stowed position and a second securing bar 2 in operative position can be seen, together with a longitudinal section through one of the retaining rails 3.

The first securing bar 2 as stowed in the stowing channel 5 is arranged such that it lies with the upper surface of the bar 2 at or below the level of the cargo surface 1, whereby free movement of equipment and cargo across the cargo surface 1 is ensured. The bar 2 is provided with an indentation 18, which is of use in ensuring easy removal of the bar from the stowing channel and is also useful for gripping the bar for other purposes to be described below. This shape has also been found to increase the strength of the bar itself. Other means for facilitating removal from the stowing channel 5 may also or alternatively be provided, such as hand grips on the bar 2 or recesses in the cargo surface 1 or in the channel 5 itself.

The second securing bar 2 is illustrated in operative position on the cargo service 1, with latch 10 extending into opening 4. Figure 3 also clearly illustrates how the retaining rail 3 is provided with a number of openings 4 arranged one behind the other. Each opening 4 is provided with its own supporting member 6 located below the cargo surface 1 on the side of the opening 4 furthest form the stowing channel 5. The supporting member 6 is provided with an undercut 12 which is formed to receive a correspondingly located second barb 21 at the lowermost edge of the latch 10. In use, the second barb 21 in combination with the undercut 12 prevents the latch 10 from riding out of the opening 4 as a result of forces exerted by the cargo. Such forces acting against a first face 19 of the bar 2, tend to cause it to rotate in an anti-clockwise direction as viewed in Figure 3. In doing so, the second barb 21 rises up beneath the undercut 12 preventing further motion. This engagement is better illustrated with reference to the detail Z as shown in Figure 7. In order to remove the latch 10 from the opening 4 it should be lifted directly upwards or tilted slightly clockwise, as viewed, to disengage the second barb 21 from the undercut 12.

Figures 4 to 6 illustrate in greater detail a construction of a first embodiment of a load release mechanism according to the present invention. The securing bar 2 is provided with a generally hollow housing 31 aligned with the retaining rail 3. The housing 31 may be integrally formed with the securing bar 2 or may be a separate item e.g. into which the ends of sections of the securing bar are slotted and welded. The housing 31 is of generally rectangular cross- section and presents a substantially vertical first face 19 towards the cargo to be secured and a generally horizontal lower face 24. The latch 10 comprises a base 22 and a protrusion 23. The base 22 is moveably mounted within the housing 31 but can be locked in place in order to secure the bar 2 with respect to the cargo surface 1. The protrusion 23 extends from an elongate hole 25 in the lower face 24 of the housing 31 for insertion in the opening 4.

In order to ensure locking of the latch 10 with respect to the housing 31, a portion of the base 22 is provided with a first wedge surface 13 in the form of a double ramp. The lower face 24 of the housing 31 is provided on its inner surface with a correspondingly shaped second wedge surface 32 which can mate with the first wedge surface 13. A cam element 14 is mounted within the housing 31 at a location adjacent to the upper most end of the base 22 . The cam element 14 is actuated by a lever 16 to press down on the upper end of the base 22. In the position according to Figure 4, the lever 16 is in its locked position whereby the cam element forces the wedge surfaces 13 and 32 into engagement preventing movement of the latch 10. By rotating the lever 16 anticlockwise to the position of Figure 6, the cam element 14 is removed from engagement with the upper end of the base 22 and the wedge surfaces 13 and 32 are released whereby the latch 10 is free to move within the housing 31. To prevent returning the latch 10 to its operative position, a spring 17 may be provided between the latch 10 and the housing 31.

Operation of the cargo securing device will now be explained with reference to Figures 4 to 7. According to Figure 4, a securing bar 2 is located on the cargo surface 1 of a rail vehicle. The latch 10 is locked in place by the load release mechanism as described above with its^' protrusion 23 inserted into one of the apertures 4 of a retaining rail 3. As indicated in Figure 5, when an item of cargo 30 is caused to be displaced laterally during transit, its movement may be prevented by the securing bar 2. The force exerted as a result of the movement of the cargo 30 is transmitted via the latch 10 to the retaining rail 3, which resists further movement of the securing bar 2. This combination of forces results in a moment acting upon the securing bar 2 and tending to rotate it in an anti clockwise direction until second barb 21 engages with the undercut 12 preventing further rotation. In this configuration, removal of the latch 10 from the opening 4 to move the securing bar 2 is not possible. Without the presence of the load release mechanism according to the present invention, it would be necessary to physically move the cargo 30 back away from the securing bar 2. Figure 6 indicates how release of the cam element 14 by moving the lever 16 to the vertical position, distances the cam element 14 from the upper end of the base 22. The latch 10 is now free to move with respect to the housing 31 and vice-versa. The distance by which the latch 10 can move may be referred to as the load release spacing 15 and also represents the distance by which the securing bar 2 may be backed off away from the cargo 30. In this position, according to Figure 6, the securing bar 2 may now be easily removed by simply lifting vertically the latch protrusions 23 free from the openings 4. The load release spacing 15 gives sufficient room for tipping the securing bar forwards where necessary to ensure release of the second barb 21 from the undercut 12. It is clear from the present description that alternative arrangements for the latch and cam mounting may also be considered. In particular, alternative mechanisms may be provided for locking and releasing the latch for movement with respect to the housing. Figure 8 indicates an alternative arrangement of mating wedge surfaces 13 and 32 in which instead of the double ramp surface of Figures 4 to 6, only a single ramp surface is employed. Alternative wedge surfaces may include semi-circular surfaces, saw tooth surfaces or any other shape which provides sufficient mechanical strength to withstand the forces to which it will be subjected.

A second embodiment of a cargo securing device according to the present invention is shown in Figures 9 to 11. In this embodiment, like reference numerals are used to refer to similar elements to the first embodiment. Referring to Figure 9, the securing bar 2 is located on the cargo surface 1 in registration with a retaining rail 3. As in the first embodiment; the bar 2 may be provided with an anchor 8 (not shown) retained in a slot 7. A latch 10 protrudes from the lower face of the bar 2 and is inserted in an opening 4 in the retaining rail. Unlike the first embodiment the latch 10 in this arrangement is not moveable with respect to the bar 2 and may be integrally formed therewith. The latch 10 is provided on its side distant from the cargo 30 with a detent 20 which extends into the opening 4 a shorter distance than the remainder of the latch 10. Typically, the detent extends a distance corresponding to the thickness of the material used to form the retaining rail 3. The detent 20 also has a length, measured in the direction transverse to the bar 2 which substantially corresponds to and determines the load release spacing 15 referred to above. The first face,

19 of the securing bar is angled backwards away from the load by an angle β.

Operation of the cargo securing device according to the second embodiment will now be described with reference to Figures 9 to 11. The bar 2 is placed on the cargo surface 1 with latches 10 engaged in openings 4. An item of cargo 30 is shown in Figure 10 to have shifted against the first face 19 of bar 2. Further movement of the cargo 30 is prevented by detent

20 engaging with the retaining rail 3 at the portion of the opening 4 distant from the cargo 30. The combined forces acting on the bar 2 have caused it to tilt in an anti clockwise direction as viewed until the second barb 21 has engaged with the undercut 12 preventing further tilting. In this position of the securing bar, the upper edge of the first face is further distanced from the cargo. In order to release the load and allow removal of the latch 10 from the opening 4, the bar must be tilted back in the clockwise direction. Such movement causes the detent 20 to rise free of the opening 4 and the cargo surface 1, whereby the whole securing bar 2 is free to move backwards through the load release spacing 15, corresponding to the length of the detent 20. Release may be easily achieved by a light blow to the back of the securing, bar 2 or by the use of a small lever inserted beneath the indentation 18._. Equally, the fork of a fork lift device or palette lift may be used. The securing bar itself may also be provided with an integrated lever.

Alternative arrangements for the latch and detent according to the second embodiment may also be considered. Figure 12 for instance indicates how the whole latch may protrude only as far as the detent, with the latch function being substantially provided by engagement of the barb 11 beneath the cargo surface 1. Such an arrangement may be particularly advantageous in the case of limited depth in the floor or where the loads to be secured are small. Equally, as is shown in Figure 12 the first face 19, instead of being merely angled backwards, may follow an alternative cam profile which improves the release characteristics of the securing bar.

A further alternative arrangement for a moveable latch 10 is shown in Figure 13 which represents a horizontal cross-section through a housing 31. Instead of the latch 10 protruding through an elongate hole 25 as in the embodiment of Figure 4, the housing may be provided with an L-shaped cavity 35 in which the base 22 of the latch 10 is supported. Movement of the housing 31 with respect to the latch 10 in a direction parallel to the securing bar 2 releases the base 22 from a first securing portion 36 of the cavity 35 to a second load release portion 37 in which the base is free to move a distance 15 corresponding to the load release spacing. As above, movement of the securing bar may be achieved by a sharp blow on the appropriate end or by use of a tool or a lever integrated into the bar.

A similar effect to the arrangement of Figure 13 may also be achieved by providing L- shaped openings in the cargo surface 1 in conjunction with fixed latches. Figure 14 shows a plan view of a number of L-shaped openings 40 formed in the cargo surface 1. The position of a latch 10 is indicated in dashed lines in a securing portion 46 of the opening 40. It is moveable in the direction A to a load release portion 47 of the opening 40. Further retaining means may also be required to prevent movement of the latch to the load releasing portion during transit. In these embodiments it will be clear that flexibility of the anchor 8 is desirable to allow movement of the bar 2 without jamming in the slot 7.

While the above invention has been described in relation to preventing lateral movement of cargo on a rail vehicle, it is acknowledged that such an arrangement could also be used to prevent longitudinal movement. It is equally possible that the arrangement could be employed in other contexts such as o board a lorry, ship or aeroplane wherever the . movement of cargo is to be prevented.

While the above examples illustrate preferred examples of the present invention it is noted that various other arrangements may also be considered which fall within the spirit and scope of the present invention.

Claims

1. A cargo securing device for resisting the shifting of a load located on a cargo surface, the device comprising a securing member having a first face for contacting the load and a second face for contacting the cargo surface, the securing member being provided with a latch engageable in the cargo surface whereby a force exerted by the load on the first face is transmitted through the latch to the cargo surface to prevent shifting of the load, the cargo securing device being provided with a load release mechanism adapted to release the force on the latch to facilitate its disengagement from the cargo surface.

2. The cargo securing device according to claim 1, wherein the latch can be locked with respect to the securing member, the load release mechanism serving to release the latch for movement with respect to the securing member in a direction opposite to the force.

3. The cargo securing device according to claim 2, wherein the securing member comprises an interior space and the latch comprises a base located within the interior space and a. protrusion extending from the base and protruding out of the securing member for engagement with the cargo surface.

4. The cargo securing device according to claim 3, wherein the interior space comprises a first wedge surface and the latch base comprises a second wedge surface, the load release mechanism being operable to lock and release the first and second wedge surfaces from engagement with one another..

5. The cargo securing device according to any of claims 2 to 4, wherein the load release mechanism comprises a cam element.

6. The cargo securing device according to any of claims 2 to 5, wherein the latch is biased in the direction of the force.

7. The cargo securing device according to claim 1, wherein the latch comprises a detent extending from the second face to engage with and transmit the force to the cargo surface, and the load release mechanism comprises a cam profile on the first face whereby a rotation of the securing member against the load causes disengagement of the detent from the cargo surface to permit movement of the securing member with respect to the load in a direction opposite to the force.

8. The cargo securing device according to claim 7, wherein the latch further comprises a protrusion extending from the second face beyond the detent, for engagement with the cargo surface.

9. The cargo securing device according to claim 7 or claim 8, wherein the first face is angled at less than 90° with respect to the second face to provide the cam profile.

10. The cargo securing device according to claim 7 or claim 8, wherein the first face is convexly shaped to provide the cam profile.

11. The cargo securing device according to claim 9 or claim 10, wherein an upper edge of the first face is set back with respect to a lower edge such that a rotation of the upper edge to a position vertically above the lower edge causes disengagement of the detent.

12. The cargo securing device according to any preceding claim, further comprising a barb formed at a lower forward edge of the latch for engaging with an undercut in the cargo surface to prevent rotation of the securing member away from the load and pull-out of the latch prior to operation of the load release mechanism.

13. The cargo securing device according to any preceding claim wherein the load release mechanism comprises an L-shaped slot in which the latch is received.

14. The cargo securing device according to any of the preceding claims, wherein the securing member is elongate to present an elongate first face to the load.

15. The cargo securing device according to any of the preceding claims, comprising two or more latch members.

16. The cargo securing device according to any of the preceding claims, further comprising a flexible anchor slideable in a slot in the cargo surface.

17. A cargo securing device for resisting the shifting of a load located on a cargo surface, the device comprising a securing member having a first face for contacting the load and a second face for contacting the cargo surface, the securing member being provided with a latch engageable in the cargo surface whereby a force exerted by the load on the first face is transmitted through the latch to the cargo surface to prevent shifting of the load, the cargo securing device being provided with a flexible anchor slideably retained in a slot in the cargo surface.

18. A cargo transporter having a cargo surface comprising a plurality of recesses arranged to receive a cargo securing device according to any of the preceding claims.

19. The cargo transporter accordmg to claim 18, wherein the plurality of recesses are arranged as a grid of openings in a retaining rail set into the cargo surface

20. The cargo transporter according to either of claims 18 or 19, further comprising an elongate slot in the cargo surface.