Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B61—RAILWAYS
  • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
  • B61D45/00—Means or devices for securing or supporting the cargo, including protection against shocks
  • B61D45/001—Devices for fixing to walls or floors
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
  • B60P7/00—Securing or covering of load on vehicles
  • B60P7/06—Securing of load
  • B60P7/08—Securing to the vehicle floor or sides
  • B60P7/0892—Securing to the vehicle floor or sides by preventing lateral movement of the load, e.g. using stop blocks

Definitions

• 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.
• 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.
• 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.
• a cargo securing device for resisting the shifting of a load located on a cargo surface, 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.
• 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.
• the latch comprises a detent extending from the second face to transmit the force
• 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
• 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.
• 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.
• 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
• 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.
• 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.
• 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.
• 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.
• 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.
• flexibility 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.
• 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.
• FIGS 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.
• 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.
• a spring 17 may be provided between the latch 10 and the housing 31.
• 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.
• 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.
• 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.
• 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.
• FIG. 9 A second embodiment of a cargo securing device according to the present invention is shown in Figures 9 to 11.
• the securing bar 2 is located on the cargo surface 1 in registration with a retaining rail 3.
• 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.
• 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.
• 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. .
• 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.
• Figure 12 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.
• FIG. 13 represents a horizontal cross-section through a housing 31.
• 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.
• 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.
• 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.
• flexibility of the anchor 8 is desirable to allow movement of the bar 2 without jamming in the slot 7.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
• Chain Conveyers (AREA)

Applications Claiming Priority (3)

Publications (1)

Family

ID=9947230

Family Applications (1)

Country Status (4)

Family Cites Families (6)

• 2002
  • 2002-11-05 GB GB0225763A patent/GB0225763D0/en not_active Ceased
• 2003
  • 2003-11-03 EP EP03775282A patent/EP1560738A2/de not_active Withdrawn
  • 2003-11-03 AU AU2003283340A patent/AU2003283340A1/en not_active Abandoned
  • 2003-11-03 WO PCT/EP2003/012247 patent/WO2004041617A2/en not_active Ceased

Non-Patent Citations (1)

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