WO2022020442A1 - Procédés de test de stratégies de fixation de cargaison, leurs stratégies de fixation, et attache de fixation de cargaison - Google Patents

Procédés de test de stratégies de fixation de cargaison, leurs stratégies de fixation, et attache de fixation de cargaison Download PDF

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Publication number
WO2022020442A1
WO2022020442A1 PCT/US2021/042532 US2021042532W WO2022020442A1 WO 2022020442 A1 WO2022020442 A1 WO 2022020442A1 US 2021042532 W US2021042532 W US 2021042532W WO 2022020442 A1 WO2022020442 A1 WO 2022020442A1
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WO
WIPO (PCT)
Prior art keywords
tensioner
tension
tie down
coupled
housing
Prior art date
Application number
PCT/US2021/042532
Other languages
English (en)
Inventor
Timothy P. Squires
Daniel L. Morrow
Michael William LANDGRAF
Ronald J. Hanna
Kenneth J. Lamb
Original Assignee
Squires Timothy P
Morrow Daniel L
Landgraf Michael William
Hanna Ronald J
Lamb Kenneth J
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Squires Timothy P, Morrow Daniel L, Landgraf Michael William, Hanna Ronald J, Lamb Kenneth J filed Critical Squires Timothy P
Publication of WO2022020442A1 publication Critical patent/WO2022020442A1/fr

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Classifications

    • 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
    • B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
    • B60P3/035—Vehicles adapted to transport, to carry or to comprise special loads or objects for transporting reel units
    • 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
    • B60P7/0823—Straps; Tighteners
    • B60P7/083—Tensioning by repetetive movement of an actuating member
    • 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
    • B60P7/0823—Straps; Tighteners
    • B60P7/0861—Measuring or identifying the tension in the securing element
    • 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
    • B60P7/12—Securing to the vehicle floor or sides the load being tree-trunks, beams, drums, tubes, or the like
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L5/00—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes
    • G01L5/04—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring tension in flexible members, e.g. ropes, cables, wires, threads, belts or bands
    • G01L5/10—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring tension in flexible members, e.g. ropes, cables, wires, threads, belts or bands using electrical means
    • G01L5/103—Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring tension in flexible members, e.g. ropes, cables, wires, threads, belts or bands using electrical means using sensors fixed at one end of the flexible member

Definitions

  • a tie down is also provided that facilitates securement of cargo to a vehicle, such as a flatbed trailer.
  • the tie down includes first and second tensioners that are disposed on opposite sides of the cargo when the tie down is used to secure the cargo to the vehicle.
  • tie downs Conventionally, cargo is secured to a trailer or other wheeled vehicle with one or more tie downs.
  • Each tie down includes an individual tensioner, such as a ratchet binder, come- a-long, or turn buckle that can be manually operated to increase the tie down tension on the cargo.
  • the tensioner is located either side of the cargo to allow for ease of access by a user.
  • the tie down can be susceptible to chain lock (or other similar phenomenon) that prevents the tension from being evenly distributed over the entirety of the tie down (e.g., due to the tensioner applying tension on only one side of the cargo).
  • FIG. 1 is an isometric view depicting a conventional arrangement for transporting a metal coil
  • FIG. 2 is a top view of the conventional arrangement of FIG. 1;
  • FIG. 3 is a rear right side isometric view depicting a metal coil, a plurality of tie downs, a flatbed trailer, and a testing system, wherein the plurality of tie downs are arranged in accordance with a first securement strategy;
  • FIG. 4 is rear left side isometric view of the metal coil, the flatbed trailer, and the testing system of FIG. 3;
  • FIG. 5 is an enlarged view of the metal coil, the flatbed trailer, and the testing system of FIG. 4;
  • FIG. 6 is rear view depicting the metal coil, the plurality of tie downs, and the flatbed trailer of FIG. 3, but with the tie downs arranged in accordance with a second securement strategy;
  • FIG. 7 is an enlarged isometric view of rail members of rack of FIG. 6;
  • FIG. 8 is an enlarged isometric view of a rail member of FIG. 7;
  • FIG. 9 is an enlarged isometric view depicting a tensioning belt
  • FIG. 10 is a rear view of the metal coil and the flatbed trailer of FIG. 6 in association with a testing system
  • FIG. 11 is an enlarged left side isometric view of the metal coil, the flatbed trailer, and the tie downs of FIG. 3;
  • FIG. 12 is a right side isometric view depicting the metal coil, the plurality of tie downs, and the flatbed trailer of FIG. 3, but with the tie downs arranged in accordance with a third securement strategy;
  • FIG. 13 is a plan view depicting a closed road course
  • FIGS. 14-17 are sectional views depicting various haul cycle events of the closed road course of FIG. 13;
  • FIG. 18 is a front isometric view depicting a test fixture, in accordance with one embodiment
  • FIG. 19 is a front isometric view of the test fixture of FIG. 18 but with a tie down associated therewith in a first configuration
  • FIG. 20 is a front isometric view of the test fixture of FIG. 19 but with a tie down associated therewith in a second configuration;
  • FIG. 21 is a schematic view depicting various different binder angles and chain angles that can be tested using the testing fixture of FIG. 18;
  • FIG. 22 is a top plan view depicting a tie down that includes two tensioners, in accordance with another embodiment
  • FIG. 23 is a front isometric view of the test fixture of FIG. 18 but with the tie down of FIG. 22 associated therewith;
  • FIGS. 24-27 depict different bar graphs that illustrate the results of load testing conducted on different tie down configurations
  • FIG. 28 depicts a plot that illustrates the results of load testing conducted on different tie down configurations
  • FIGS. 29-32 depict different bar graphs that illustrate the results of load testing conducted on different tie down configurations;
  • FIG. 33 depicts a graph that illustrates the results of load testing conducted on different tie down configurations;
  • FIG. 34 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 35 is an exploded isometric view of the tensioning device of FIG. 34;
  • FIG. 36 is a cross sectional view of the tensioning device taken along the line 36-
  • FIG. 37 is an enlarged view of a tension sensor and a hook of the tensioning device of FIG. 34;
  • FIG. 38 is a schematic view of the tension sensor of FIG. 37;
  • FIG. 39 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment.
  • FIG. 40 is an exploded isometric view of the tensioning device of FIG. 39;
  • FIG. 41 is a cross sectional view of the tensioning device taken along the line 41-
  • FIG. 42 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 43 is an exploded isometric view of the tensioning device of FIG. 42;
  • FIG. 44 is a cross sectional view of the tensioning device taken along the line 44-
  • FIG. 45 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment.
  • FIG. 46 is an exploded isometric view of the tensioning device of FIG. 45; [0042] FIG. 47 is a cross sectional view of the tensioning device taken along the line 47-
  • FIG. 48 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 49 is an exploded isometric view of the tensioning device of FIG. 48;
  • FIG. 50 is a cross sectional view of the tensioning device taken along the line SO
  • FIG. 51 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 52 is an exploded isometric view of the tensioning device of FIG. 51;
  • FIG. 53 is a cross sectional view of the tensioning device taken along the line 53-
  • FIG. 54 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 55 is an exploded isometric view of the tensioning device of FIG. 54;
  • FIG. 56 is a cross sectional view of the tensioning device taken along the line 56-
  • FIG. 57 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment
  • FIG. 58 is a partially exploded isometric view of the tensioning device of FIG. 57;
  • FIG. 59 is a top plan view of a saddle member, in accordance with one embodiment.
  • FIG. 60 is an isometric view depicting a tensioning device, in accordance with still yet another embodiment;
  • FIG. 61 is an exploded isometric view of the tensioning device of FIG. 60;
  • FIG. 62 is an exploded isometric view of a tension sensor and a rear interface portion of the tensioning device of FIG. 61;
  • FIG. 63 is an exploded isometric view of the tension sensor of FIG. 62.
  • FIG. 64 is a cross sectional view of the tensioning device taken along the line 64-
  • FIGS. 1 and 2 illustrate a conventional arrangement for transporting a metal coil 20 (e.g., a steel coil) on a flatbed trailer 22.
  • the flatbed trailer 22 is shown to include a cargo bed 24 and a plurality of tie down tracks 26 that are integral with the cargo bed 24 and extend along substantially the entire length (e.g., in the direction of travel) of the flatbed trailer 22.
  • the flatbed trailer 22 can also include a pair of rub rails 28 that are disposed on opposite sides (e.g., left and right sides) of the flatbed trailer 22.
  • the metal coil 20 can be disposed on the cargo bed 24 and supported thereon by a rack 32 that underlies the metal coil 20 and prevents the metal coil 20 from rolling laterally on the flatbed trailer 22.
  • the metal coil 20 can define a central passageway 34 (e.g., an eye) that defines a centerline Cl.
  • the metal coil 20 can be arranged on the cargo bed 24 such that the centerline Cl extends longitudinally (e.g., substantially parallel with the direction of travel of the flatbed trailer 22).
  • the metal coil 20 can be secured to the cargo bed 24 by four tie downs 36a, 36b,
  • the tie downs can be routed through the central passageway 34 and attached to the cargo bed 24 at different locations along the cargo bed 24. As illustrated in FIG. 2, two of the tie downs (36a, 36b) can be attached in front of the metal coil 20 at respective locations that are on opposite sides of the flatbed trailer 22 and are more proximate to the rub rails 28 than the centerline Cl of the metal coil 20.
  • Each of these tie downs (36a, 36b) can be routed through the central passageway 34 along a substantially X-shaped path and attached behind the metal coil 20 at respective locations that are on opposite sides of the flatbed trailer 22 and are more proximate to centerline Cl of the metal coil 20 than the rub rails 28.
  • the two other of the tie downs (36c, 36d) can be attached in front of the metal coil 20 at respective locations that are on opposite sides of the flatbed trailer 22 and are more proximate to centerline Cl of the metal coil 20 than the rub rails 28.
  • Each of these tie downs 36c, 36d can be routed through the central passageway 34 along a substantially X-shaped path and attached behind the metal coil 20 at respective locations that are on opposite sides of the flatbed trailer 22 and are more proximate to the rub rails 28 than the centerline Cl of the metal coil 20.
  • a forward tie down 42 can be routed in front of the metal coil 20 and attached to opposite sides of the flatbed trailer 22 at respective locations that are more proximate to the rub rails 28 than the centerline Cl of the metal coil 20.
  • a tensioning strap 44 e.g., a ratchet strap
  • the tie downs 36a, 36b, 36c, 36d and the forward tie down 42 are attached to the cargo bed 24 with a plurality of J-hooks 46 that are coupled with the tie down tracks 26 as is understood in the art.
  • one or more of the tie downs 36a, 36b, 36c, 36d and the forward tie down 42 can be attached directly to the rub rails 28.
  • the ratchet binders 40 can each be manually operable to facilitate selective tightening (e.g., tensioning) of the respective ones of the tie downs 36a, 36b, 36c, 36d over the metal coil 20 to increase a tie down force on the metal coil 20.
  • the amount of tie down force that is recommended to ensure proper securement of the metal coil 20 to the flatbed trailer 22 depends on the weight of the metal coil 20 and is typically calculated as at least 20% of the gross weight of the metal coil 20. For example, a 45 kip metal coil would require at least 9,000 pounds of tie down force to be considered properly secured to the flatbed trailer 22.
  • the amount of tie down force applied by each of the tie downs 36a, 36b, 36c, 36d can be a function of the tension applied by each of the tie downs 36a, 36b, 36c, 36d and the angle of the opposing ends of the tie downs 36a, 36b, 36c, 36d (relative to horizontal) that extend between the metal coil 20 and the cargo bed 24.
  • tie downs 36a, 36b, 36c, 36d This can result in one or more of the tie downs 36a, 36b, 36c, 36d being under tightened, thereby increasing the risk that the metal coil 20 becomes unsecured during transportation. It can also increase the risk that the one or more of the tie downs 36a, 36b, 36c, 36d are excessively overtightened and break thereby causing harm to the user.
  • Each of the tie downs 36a, 36b, 36c, 36d can be provided over the metal coil 20 such that the chain 38 and the ratchet binder 40 are provided on opposite sides of the metal coil 20.
  • the links of the corresponding chain 38 might become inadvertently locked on the corner(s) of the metal coil 20 (e.g., chain lock) and prevent the chain 38 from freely sliding over the metal coil 20.
  • the tension applied by the ratchet binder 40 is not evenly distributed over the entirety of the tie down (e.g., due to the tensioning member applying tension on only one side of the cargo).
  • the metal coil 20 can shift which can cause the chain lock to let off (e.g., load shed) thereby loosening the affected tie down and increasing the risk that the metal coil 20 becomes inadvertently unsecured from the flatbed trailer.
  • the particular securement strategy that is employed can affect the overall tie down force imparted by the tie downs 36a-36d and thus whether the metal coil 20 is properly secured to the flatbed trailer 22. Since the securement strategy is typically not predefined or standardized, it is ultimately up to the operator to decide which securement strategy to use, which can increase the risk that the metal coil 20 is improperly secured to the flatbed trailer 22.
  • a metal coil 120 is shown to be secured to a flatbed trailer 122 by a plurality of tie downs 136a, 136b, 136c, 136d and a tensioning strap 144 that are similar to, or the same in many respects as, the tie downs 36a-36d and tensioning strap 44 in illustrated in FIGS. 1 and 2.
  • each of the tie downs 136a, 136b, 136c, 136d can include a chain 138 and a ratchet binder 140 that facilitate securement of the metal coil 120 to the flatbed trailer 122 via J-hooks 146.
  • the metal coil 120 is shown to be secured to the flatbed trailer 122 with the plurality of tie downs 136a, 136b, 136c, 136d using different securement strategies, such as, for example, a first securement strategy as illustrated in FIGS. 3-5 and 11, a second securement strategy as illustrated FIGS. 6 and 10, and a third securement strategy as illustrated in FIG. 12 (e.g., where the tie downs 136c and 136d are attached directly to a rub rail 128 in lieu of J-hooks (e.g., 146)).
  • different securement strategies such as, for example, a first securement strategy as illustrated in FIGS. 3-5 and 11, a second securement strategy as illustrated FIGS. 6 and 10, and a third securement strategy as illustrated in FIG. 12 (e.g., where the tie downs 136c and 136d are attached directly to a rub rail 128 in lieu of J-hooks (e.g., 146)).
  • Each rail member 154 can include an upper rail 156, a lower rail 158, and a plurality of dunnage load cells 160.
  • the upper rail 156 and the lower rail 158 can be spaced from each other and the plurality of dunnage load cells 160 can be disposed therebetween.
  • the dunnage load cells 160 can be configured to detect the dynamic loads experienced by the metal coil 120.
  • the dunnage load cells 160 can also be designed to isolate the loads imparted on the upper rail 156 from the loads imparted on the rest of the rack 132.
  • Each dunnage load cell 160 can comprise a vertical load cell (not shown) and a lateral load cell (not shown).
  • each rail member 154 can comprise three dunnage load cells 160 which cooperate to define discrete measurement planes.
  • the dunnage load cells 160 can be in communication with the data acquisition system 152 (e.g., via wires or wirelessly) such that the data acquisition system 152 can collect load data from the dunnage load cells 160.
  • each of the tie downs 136a, 136b, 136c, 136d can include a tension sensor (e.g., 148) coupled with the chain 138 and a tension sensor (e.g., 150) coupled with the ratchet binder 140.
  • the tension sensors 148, 150 can be provided along a load path of the respective tie downs 136a, 136b, 136c, 136d and can be configured to detect tension imparted on the chain 138 and the ratchet binder 140, respectively.
  • the tension sensors 148, 150 can comprise load cells.
  • the tension sensors 148, 150 can be in communication with a data acquisition system 152 (FIG. 3) (e.g., via wired or wireless communication).
  • the data acquisition system 152 can be configured to collect tension data from the tension sensors 148, 150. It is to be appreciated that any of a variety of other suitable data collection systems are contemplated such as, for example, a personal computer, a smartphone or other suitable alternative remote computing device.
  • the tensioning strap 144 can include a tension sensor 162 that is configured to detect tension on the tensioning strap 144.
  • the tension sensor 162 can comprise a tensometer but other suitable alternative tension sensors are contemplated.
  • the tension sensor 162 can be in communication with the data acquisition system 152 (e.g., via wires or wirelessly) such that the data acquisition system 152 can collect tension data from the tension sensor 162.
  • accelerometers 164, 166, 168 can be disposed on the metal coil 120, a left side of the flatbed trailer 122 (in front of the metal coil 120), and a right side of the flatbed trailer 122 (behind the metal coil 120), respectively.
  • the accelerometer 164 can be configured to detect movement of the metal coil 120 and the accelerometers 166, 168 can be configured to detect movement of the flatbed trailer 122.
  • the accelerometers 164, 166, 168 can be in communication with the data acquisition system 152 (e.g., via wires or wirelessly) such that the data acquisition system 152 can collect acceleration data (e.g., motion data) from the accelerometers 164, 166, 168.
  • the accelerometers 164, 166, 168 can comprise tri-axial accelerometers.
  • a global positioning system (GPS) module (not shown) can also be provided on the flatbed trailer 122 and configured to relay the GPS coordinates of the flatbed trailer 122 to the data acquisition system 152 during transportation of the metal coil 120.
  • the GPS module can be incorporated into the data acquisition system 152.
  • the GPS module can be a stand-alone unit that can transmit GPS coordinate data to the data acquisition system 152.
  • a ratchet binder e.g., 140
  • other tensioners are contemplated for imparting tension to a tie down (e.g., 136a, 136b, 136c, 136d), such as, for example, a tumbuckle or a come-a-long.
  • the tensioners can include a tension limiting feature (such as a clutch or other similar mechanism) that prevents the tension applied by the tensioner from exceeding a threshold tension (e.g., a maximum tension).
  • the threshold tension permitted by the tensioner can be either preset (e.g., by the manufacturer) or variable (e.g., by a user).
  • tensioners are disclosed in FIGS. 34-64 below and in U.S. Pat. App. Ser. No. 17/090,607, the entirety of which is incorporated by reference herein in its entirety. It is also to be appreciated that although the cargo bed 124 is described herein as being part of a flatbed trailer, a cargo bed can be part of any of a variety of cargo vehicles, such as, for example, a rail car, a plane, or a shipping vessel (e.g., a boat).
  • the sensors can cooperate with the data acquisition system 152 to form a testing system for testing the effectiveness of the different ways that the metal coil 120 can be attached to the flatbed trailer 122 (e.g., securement strategies), such as for example, the different types of attachment members (e.g., J-hook or rub rail spool) that can be used, the different locations where the chains 138 and/or the ratchet binders 140 can be attached along the flatbed trailer 122 (and the resulting angles of the chains 138 and ratchet binders 140), different tensions on the tie downs 136a, 136b, 136c, 136d (from the ratchet binders 140), different tensions on the tensioning strap 144, and different sequences for tensioning the ratchet binders 140 and the tensioning strap 144.
  • securement strategies such as for example, the different types of attachment members (e.g., J-hook or rub rail spool) that can be used, the different locations where the chains 138 and/or the rat
  • the data gathered as a result of this testing can be used to develop a standardized tie down protocol for securing a metal coil to a flatbed trailer that is more effective, more easily replicable, more consistent, less hazardous, more accurate, and less susceptible to drawbacks (e.g., imprecise/ineffective tie down loads and potential let-off due to chain lock) than the conventional arrangement identified above.
  • drawbacks e.g., imprecise/ineffective tie down loads and potential let-off due to chain lock
  • the testing system can be used to test the effectiveness of each different securement strategy for initially securing the metal coil 120 to the flatbed trailer 122 prior to travel (e.g., static load testing).
  • This static load testing can help identify the particular securement strategy that provides the most effective initial securement of the metal coil 120 to the flatbed trailer 122 (e.g., a baseline securement protocol) from which to conduct further testing.
  • the tie downs 136a, 136b, 136c, 136d can be attached to the flatbed trailer 122 with the attachment members and at the locations that have been selected for that test.
  • the ratchet binders 140 can then be operated to secure the metal coil 120 to the flatbed trailer 122 with the tie downs 136a, 136b, 136c, 136d.
  • the effectiveness of the particular securement strategy employed can be determined as a function of the data collected from the sensors.
  • Each securement strategy can be tested in a similar manner and compared against the other securement strategy to identify the securement strategy that is most effective for securing the metal coil 120 to the flatbed trailer 122 under static loading conditions (i.e., the baseline securement protocol).
  • the final tension of each of the ratchet binders 140 (e.g., the ratchet binder tension) can also be logged.
  • the tie down force applied to the metal coil 120 can then be determined as a function of the final tension level at each of the chains 138 (e.g., the chain tension), the angle of the chain 138 relative to the flatbed trailer 122, the ratchet binder tensions, and the angle of the ratchet binder 140 relative to the flatbed trailer 122.
  • the tension at the chain 138 can be less than the tension at the ratchet binder 140 due to chain lock between the chain 138 and the metal coil 120.
  • the order and degree to which the operator operated the ratchet binders 140 (e.g., whether the operator alternated between each of the ratchet binders 140 and increases the tension slightly each time or whether the operator tightens each ratchet binder 140 completely before operating the next ratchet binder 140) can also be recorded.
  • tension data, the tie down force data, and the order of operation have been properly logged (via the data acquisition system 152) for the first securement strategy, additional securement strategies can be tested in a similar manner.
  • the operator can manually operate the ratchet binders 140 such that the ratchet binder tension, the chain tension, the tie down force and the order of operation of the ratchet binders 140 for each securement strategy might be different.
  • the tension data and the tie down force data collected for each of the different securement strategies can be compared against one another to determine particular securement strategy that provides the most effective initial securement of the metal coil 120 to the flatbed trailer 122 under static load (i.e., the baseline securement protocol).
  • the tie downs 136a-136d can be secured to the flatbed trailer 122 according to the baseline securement protocol to provide a baseline from which to begin conducting such testing.
  • the ratchet binder 140 of the tie down 136a was first tightened to about 4000 pounds such that the corresponding chain (e.g., 138) (Left Front) experienced about 1800 pounds of tension.
  • the ratchet binder 140 of the tie down 136d was then tightened to about 6,000 pounds such that the corresponding chain (e.g., 138) (Right Rear) experienced about 2,000 pounds of tension.
  • the ratchet binder 140 of the tie down 136b (Left Rear) was then tightened to about 4000 pounds such that the corresponding chain (e.g., 138) (Right Front) experienced about 2,000 pounds of tension.
  • the ratchet binder 140 of the tie down 136 was then tightened to about 6,000 pounds such that the corresponding chain (e.g., 138) (Left Front) experienced about 2,000 pounds of tension.
  • the ratchet binders 140 were then repeatedly tightened in the same order until a desired tension was reached at each of the ratchet binders (not all the same value).
  • the results of the static load testing are as follows. For each of the securement strategies that utilize the J-Hook configuration, the ratchet binder tensions reached approximately 5,000 pounds with the corresponding tension at the chains reaching about 2,500 pounds (e.g., 50% of binder tension). For each of the securement strategies that employed the spool configuration, the ratchet binder tensions reached approximately 4,500 pounds with the corresponding tension at the chains reaching about 2,500 pounds (e.g., 50% of binder tension). Taking into consideration the angle of the chains 138 and the ratchet binders 140 with respect to the metal coil 120, the actual downward force attained from the tie downs 136a-136d was considerably lower. The biggest difference could be observed on the chain 138 of each tie down 136a-136d where a much steeper angle (higher downward load) could be attained using the J- Hook configuration.
  • each of the tie downs 136a-136d were secured to the flatbed trailer 122 using J-Hooks and each ratchet binder was tensioned (e.g., loaded) to about 5,000 pounds (as verified with real time measurements from the data acquisition system 152). The tensioning strap 144 was then tensioned to about 650 pounds on the hook side of the metal coil 120 (as verified with real-time measurements from the data acquisition system 152).
  • the flatbed trailer 122 was then immobilized for a period of time (e.g., about 12 hours), after which, the tie downs 136a-136d were observed to have relaxed such that the dunnage load decreased implying that the metal coil 120 had compressed (e.g., ovalled) during that time period.
  • a period of time e.g., about 12 hours
  • the testing system can be used to conduct a haul-cycle road test to analyze the forces that are experienced by the metal coil 120, the flatbed trailer 122, and the tie downs 136a, 136b, 136c, 136d when the flatbed trailer 122 is exposed to different driving conditions (e.g., dynamic load testing) for the baseline securement protocol as well as the other securement strategies.
  • Each of the baseline securement protocol and the different securement strategies can include different types of attachment members (e.g., J-hook or rub rail coil), different locations of attachment of the attachment members to the cargo bed 124 (and the resulting angles of the chain 138 and ratchet binder 140), different tension that are applied to each of ratchet binders 140, different tensions that are applied to the tensioning strap 144, and/or the order in which the ratchet binders 140 and the tensioning strap 144 are be tensioned.
  • the flatbed trailer 122 can be driven along a predefined route through different driving scenarios that subject the metal coil 120 and the flatbed trailer 122 to different dynamic stresses which can be detected by the testing system.
  • the data acquisition system 152 can collect the data that is generated by the sensors during testing as a function of the particular securement strategy that is employed. When the testing is complete, the data collected for each of the haul-cycle tests can be compared with the data from the other haul cycle tests and analyzed to determine which of the securement strategies is most effective for securing the metal coil 120 to the flatbed trailer 122. In one embodiment, for each of the securement strategies, the testing system can facilitate detection of the amount of chain slip/load shedding that each of the tie downs 136a, 136b, 136c, 136d experience as a function of dynamic load.
  • tie downs 136a, 136b, 136c, 136d can be attached to the flatbed trailer 122 according to the baseline securement protocol determined from the static load testing described above.
  • dynamic testing of the baseline securement protocol can be conducted by driving the flatbed trailer 122 along a predefined route that subjects the flatbed trailer 122 to a plurality of different driving conditions (e.g., haul cycle events). In one embodiment, as illustrated in FIG.
  • the predefined route can be a closed road course that includes a 20% uphill grade section, a 12% downhill grade section, a frame twist section, an inverted chatter bump section, a chatter bump section, an undulating road section, a graveled turn section, and a circle section (where the flatbed trailer 122 travels in circles and/or a figure eight pattern).
  • the frame twist section can include alternating raised surfaces that produce torsion in the flatbed trailer 122 and the associated vehicle (not shown).
  • the inverted chatter bump section can include a plurality of inverted chatter bumps that are each formed by a depression.
  • the 20% uphill grade section, the 12% downhill grade section and the inverted chatter bump section can cooperate to input large pitching moments and fore/aft accelerations into the flatbed trailer 122.
  • the chatter bump section can be formed by a plurality of chatter bumps that are each formed by a raised bump.
  • the undulating road section can be formed by a plurality of uneven bumps that are spaced unevenly apart, as illustrated in FIG. 17.
  • dynamic data can be collected (via the data acquisition system 152).
  • the dynamic data associated with each haul cycle event can be identified according to GPS coordinates collected by the data acquisition system 152. Once the route has been completed, and the dynamic data has been logged (via the data acquisition system 152), additional haul-cycle road tests can be conducted on the baseline securement protocol.
  • each of the other securement strategies can then be tested in a similar manner.
  • the metal coil 120 can be secured to the flatbed trailer 122 according to a first securement strategy that is different from the baseline securement protocol (e.g., a different binder load, a different securement method (e.g., J-hook or spool), and/or a different tie down sequence (e.g., securing the tie downs 136a-136d first or the tensioning straps 144)).
  • a first securement strategy that is different from the baseline securement protocol (e.g., a different binder load, a different securement method (e.g., J-hook or spool), and/or a different tie down sequence (e.g., securing the tie downs 136a-136d first or the tensioning straps 144)).
  • a different securement strategy e.g., a different binder load, a different securement method (e.g., J-hook or spool), and/or
  • tension data for each of the chains 138, the ratchet binders 140, and the tensioning strap 144
  • load data for the metal coil 120
  • motion data for the metal coil 120 and the flatbed trailer 122
  • dynamic data can be collected (via the data acquisition system 152).
  • additional haul-cycle road tests can be conducted on the first securement strategy. Once a sufficient amount of haul-cycle tests have been completed on the first securement strategy, each of the other securement strategies can then be tested in a similar manner.
  • the dynamic data collected for the baseline securement protocol and the other securement strategies can be compared against one another to determine the securement strategy (e.g., the attachment members, the attachment locations, the ratchet binder load, the securement method, and/or tie down sequence) that provides the most effective tie down strategy for securing the metal coil 120 to the flatbed trailer 122 during transportation (e.g., during dynamic loading).
  • the minimum and maximum loads from each dynamic test can be compared with the maximum working load of the tie downs 136a-136d to ensure that the most effective tie down strategy selected does not exceed the working load of the tie downs 136a- 136d.
  • Dynamic data was collected before each test (e.g., after the metal coil 120 was properly secured to the flatbed trailer 122), after the 20% uphill grade section was completed, after the 12% downhill grade section was completed, after the frame twist section was completed, and after the entire predefined route was completed (collectively “the data collection schedule”).
  • the data collection schedule is shown in Table 3 below.
  • the acceleration signals from the accelerometers 164, 166, 168 were compared to detect movement of the metal coil 120 relative to the cargo bed 124.
  • the acceleration signals were low pass filtered at 5 hertz in order to remove high frequency input corresponding to settling events such as chain “popping” into place at comer of the chain guard. Overall, the largest movement of metal coil 120 were observed during travel over the inverted chatter bumps portion of the route.
  • Striking the chains 138 with a load bar can settle the chain 138 into the guard but a significant load difference might still remain. It is also noted that the securement load across the tie downs 136a-136d is capable of redistribution and relaxation. Over time, and with dynamic input from the road to the metal coil 130, the ratchet binders 140 could lose some load and the chains 138 might gain some of the load lost by the ratchet binders. Most of this relaxation can occur within the first hour or so of driving.
  • the tensioning strap 144 should be tightened first. Test data shows that a significant drop in net binder load occurs during strap tightening and is thought to be caused by coil distortion (ovalling). By securing the tensioning strap 144 first and pre-di storting the metal coil 120, the loads on the tie downs 136a, 136b, 136c, 136d can be more effectively maintained.
  • Each of the ratchet binders 140 should be tightened in an alternating fashion (e.g., between each of the different ratchet binders 140).
  • Each of the ratchet binders 140 should be tightened at least two times before reaching a maximum initial binder tension. 4.
  • the ratchet binders 140 should be tightened in a diagonal sequence such that when one ratchet binder is tightened on one side of the metal coil, the next ratchet binder that is tightened should be on the opposite side of the metal coil and located on the same tie down or on an immediately adjacent tie down.
  • a testing fixture 278 can be provided that simulates a metal coil (e.g., 120) and facilitates testing of a tie down 236 (FIG. 19) that is similar to, or the same in many respects as, the tie downs 136a-136d illustrated in FIGS. 3-12.
  • the testing fixture 278 can include a pair of main support members 280 and a plurality of lateral struts 282 that extend between the main support members 280.
  • the main support members 280 can include an upper portion 284 that is concave-shaped to simulate the inside diameter of a metal coil (e.g., 20, 120).
  • the main support members 280 are spaced apart by the lateral struts 282 by a distance that simulates a width of the metal coil (e.g., 20, 120).
  • a pair of tie down platforms 286 can extend from respective ones of the main support members 280.
  • a pair of tie down rings 288 e.g., attachment members
  • tie down 236 can be routed over the testing fixture
  • the tie down 236 can include a chain 238 and a ratchet binder 240.
  • the chain 238 can include a central portion 290 that is routed over the main support members 280 and an end portion 292 (FIG. 20) that extends between one of the main support members 280 and one of the tie down platforms 286.
  • Chain guards 294 can be provided on respective comers of the main support members 280 between the main support members 280 and the central portion 290. The chain guards 294 can be configured to alleviate chain lock at the comers.
  • each of the main support members 280 can include load sensors (not shown) that are configured to detect the tie down force imparted by the tie down 236
  • the design also includes room to install a chain cell above the top stmt to measure the intra-coil loading.
  • the ratchet binder 240 can be coupled with one of the tie down rings 288 and the end portion 292 is coupled with the other tie down ring 288.
  • the ratchet binder 240 and the end portion 292 can extend between the main support members 280 to the tie down platforms 286 at a binder angle and a chain angle, respectively (as measured relative to the tie down platforms 286).
  • the ratchet binder 240, the central portion 290, and the end portion 292 can each include respective tension sensors 248, 249, 250 located within a load path of the tie down 236 and configured to facilitate detection of tension on the ratchet binder 240, the central portion 290, and the end portion 292, respectively.
  • the tension sensors 248, 249, 250 can comprise a load cell.
  • the tension sensors 248, 249, 250 can be in communication with a data acquisition system (e.g., 152), a personal computer, a smartphone or other suitable alternative remote computing device that is configured to facilitate collection of tension data from the tension sensors 248, 249, 250.
  • the testing fixture 278 can be used to conduct a simulated static load test of how chain lock is presented on the tie down 236 for different chain guards (e.g., 294) and different angles of the ratchet binder 240 and the end portion 292.
  • the ratchet binder 240 and the end portion 292 can be attached to the tie down rings 288 at different ratchet and chain angles, respectively.
  • Each different configuration can be tested by operating the ratchet binder 240 to tighten the tie down 236, measuring the tension on the tie down 236 (via the tension sensors 248, 249, 250), and observing the effect of chain lock on the tie down 236 as it is tightened.
  • the ratchet binder 240 and the end portion 292 can be attached to the tie down rings 288 at a first ratchet angle and a first chain angle, respectively.
  • the chain guards 294 can be provided between each of the comers of the main support members 280 and the tie down 236.
  • the ratchet binder 240 can then be operated to tighten the ratchet binder 240 to a desired tension amount.
  • the tension can be monitored in real time via the data acquisition system (not shown) to determine when the desired tension amount has been reached.
  • the tension at the ratchet binder 240, the central portion 290, and the end portion 292 can be logged to better understand the effect of chain lock on the distribution of tension along the tie down 236.
  • the tie down 236 can then be tested again but in a different configuration (e.g., using a different tension, different binder angle, different chain angle, and/or a different chain guard), as illustrated in FIG. 20. If the different configuration calls for a different binder angle and/or different chain angle, one or both of the tie down rings 288 can be moved into a different position to achieve the desired different binder angle and/or different chain angle. Various other configurations can then be tested in a similar manner.
  • FIG. 21 illustrates various different binder angles and chain angles that can be tested using the testing fixture 278.
  • a tie down 336 includes a central lashing member 390, a pair of tensioners 340, and a pair of attachment members 341 that are each coupled together to define a load path P that extends between the attachment members 341 and is routed through the central lashing member 390 and the tensioners 340 and to the pair of attachment members 341.
  • the central lashing member 390 can be permanently mechanically coupled together between opposing ends 343.
  • Each tensioner 340 can be permanently mechanically coupled to the opposing ends 343 of the central lashing member 390.
  • the term permanently mechanically coupled can be understood to mean that the mechanical coupling therebetween can only be separated by physically damaging (e.g., cutting) the mechanical coupling and thus excludes releasable coupling arrangements such as, for example, two hooks are interfaced together that can be decoupled by pulling the hooks away from each other.
  • the central lashing member 390 can comprise a continuous chain that is formed of a plurality of link members.
  • the link members at the opposing ends 343 can be permanently mechanically coupled with respective ones of the tensioners 340 such that the tensioners 340 are permanently mechanically coupled with each other via the central lashing member 390.
  • central lashing member 390 can comprise any of a variety of suitable alternative lashing members that are permanently coupled together between opposing ends 343, such as, for example, a woven strap, a rope, a cable, or any combination thereof.
  • Each tensioner 340 can be configured to pull the central lashing member 390 and the attachment members 341 together to increase the tension on the tie down 336 when the tie down 336 is used to secure cargo.
  • the tensioner 340 can include a tension limiting feature (such as a clutch or other similar mechanism) that prevents the tension applied by the tensioner 340 from exceeding a threshold tension (e.g., a maximum tension).
  • the threshold tension permitted by the tensioner 340 can be either preset (e.g., by the manufacturer) or variable (e.g., by a user).
  • a tension limiting feature such as a clutch or other similar mechanism
  • the threshold tension permitted by the tensioner 340 can be either preset (e.g., by the manufacturer) or variable (e.g., by a user).
  • Various different embodiments of tensioners are disclosed in U.S. Pat. App. Ser. No. 17/090,607, the entirety of which is incorporated by reference herein in its entirety.
  • Other examples of suitable tensioners
  • the tensioners 340 can be individually tensioned to ensure that proper tension is applied to both sides of the tie down 336 which can significantly reduce the amount of “let off’ or load shedding (e.g., due to chain slip) during transportation, as compared with conventional single-tensioner tie downs (e.g., 36a-36d in FIGS. 1-2).
  • the testing fixture 278 can be used to conduct a simulated static load test on the tie down 336 in a similar manner as described above with respect to the tie down 236.
  • each of the tensioners 340 can be individually operated to achieve a desired tension on opposite sides of the testing fixture 278.
  • FIG. 24 depicts a bar graph that illustrates the loads that were achieved (in pounds) at the tensioner 290 (i.e., the binder), the central lashing member 290, and the end portion 292 for a plurality of 6,000 pound rated (target load) tests of a single binder configuration at two chain angle configurations.
  • FIG. 25 is similar to the plot shown in FIG. 24 but adjusted to show the downward force component of the chain load.
  • FIG. 26 depicts a bar graph that illustrates the loads that were achieved (in pounds) at each tensioner (i.e., binder) and at a central lashing member for a plurality of 6,000 pound rated tests of a dual binder configuration at three different chain angle configurations.
  • FIG. 27 is similar to the plot shown in FIG. 26 but adjusted to show the downward force component of the chain load.
  • FIG. 28 depicts a plot of maximum binder tension measured as a function of the measured difference between the tension at the tensioner 340 and the tension at the chain 238 for both the simulated static load test of the tie down 236 (shown in the box) and for the first load step of the simulated static load test for the tie down 336 (shown as the other data points).
  • Chain lock can be understood to mean the mechanism whereby the chain links bind or lock while trying to go around a sharp comer or over a chain guard.
  • the severity of the chain lock can be random and sometimes dependent on the chain 238 and guard geometry (i.e. link horizontal/vertical, twisted, “hinged”). Once the chain 238 has locked into the chain guard, the amount of loading that can be transmitted is reduced (i.e. reacted by the chain link and guard) by some amount that depends on the amount of embedment and the severity of the angle between the binder/chain and the coil inside surface.
  • FIG. 29 summarizes the results of each load test and is a bar graph that illustrates the different loads that were achieved (in pounds) at each tensioner (i.e., binder) and at a central lashing member for a plurality of different rated tests of a dual binder configuration at the different chain angle configurations shown.
  • FIG. 30 is similar to the plot shown in FIG. 29 but adjusted to show the downward force component of the chain load.
  • FIGS. 31 and 32 are bar graphs for other tests conducted for 3,500-4,000 pound rated tests.
  • the tensioners 340 were loaded in multiple steps (e.g., tensioning the tie down 336 by alternating between the tensioners 340). Most tests were conducted using two steps with while other tests were conducted using three or more steps.
  • the tensioners 340 were loaded in multiple steps. Most tests were conducted with two steps with several examples were conducted with three or more steps.
  • FIG. 31 illustrates the results of the binder and inter-coil chain tensions for three chain angle configurations for the 3,500-4,000 pound target tension range.
  • the tensioners 340 can be loaded to 3,750 pounds or greater.
  • FIG. 33 is a plot that illustrates load as a function of time (e.g., load shedding) that shows how it decreases over time (likely due to the rubber chain guard being broken in), with the initial load loss of 250 pounds for a new chain guard decreasing to 150 pounds over multiple load cycles.
  • load shedding e.g., load shedding
  • tie down 336 e.g., dual binder arrangement
  • tie down 236 e.g., single binder arrangement
  • Binder angles between about 35 degrees to about 45 degrees.
  • the present disclosure focuses on a metal coil (e.g., 20, 120) secured to a flatbed trailer (e.g., 22, 122), the present disclosure should not be so limited.
  • the testing methods and the standardized tie down protocol can be applied to any of a variety of other suitable types of cargo (e.g., gas pipe, industrial steel, or heavy equipment) secured to any of a variety of suitable vehicles that have a cargo bed for hauling cargo (e.g., enclosed trailers, flatbed vehicles, trucks, rail cars, shipping vessels, or airplanes).
  • cargo bed for hauling cargo e.g., enclosed trailers, flatbed vehicles, trucks, rail cars, shipping vessels, or airplanes.
  • the testing methods and the standardized tie down protocol described herein can be applied to other suitable types of lashing members and tie down arrangements.
  • FIGS. 41-45 illustrate another alternative embodiment of a tensioner 2110 that can include features that are similar to, or the same in many respects as, the features of the tensioners described above.
  • the tensioner 2110 can include a housing assembly 2112 that includes an inner sleeve 2115, a housing 2122, and a cap 2126.
  • the inner sleeve 2115 can be disposed within the housing 2122 and rotatably coupled with the housing 2122.
  • the inner sleeve 2115 can be journalled with respect to the housing 2122 by a pair of bearings (not shown).
  • a driven member 2120 can be disposed within the inner sleeve 2115, as illustrated in FIG. 36, and movably coupled with the inner sleeve 2115.
  • the inner sleeve 2115 can include a threaded portion 2121 (FIG. 35) that includes threads formed on an inner diameter of the inner sleeve 2115.
  • the threads of the threaded portion 2121 can mate with threads on an outer diameter of the driven member 2120 such that the inner sleeve 2115 and the driven member 2120 are threadably coupled together.
  • rotation of the inner sleeve 2115 relative to the housing 2122 facilitates linear movement (e.g., translation) of the driven member 2120 relative to the inner sleeve 2115.
  • the inner sleeve 2115 can also include an unthreaded portion (not shown) adjacent the threaded portion 2121 to protect against over travel of the driven member 2120 relative to the inner sleeve 2115.
  • a cable member 2146 can be coupled with the driven member 2120 such that sliding of the driven member 2120 with respect to the inner sleeve 2115 can correspondingly slide the cable member 2146 relative to the housing 2122 between an extended position (shown in dashed lines in FIG. 36) and a retracted position (shown in solid lines in FIG. 36).
  • the driven member 2120 can include a crimping portion 2127 that can be crimped to the cable member 2146 to facilitate attachment therebetween.
  • the cable member 2146 can be coupled to the driven member 2120 through welding, fasteners, adhesives, or any of a variety of suitable coupling arrangements.
  • the housing 2122 can include a hook 2129 and the cable member 2146 can include a hook 2147 disposed at an opposite end of the cable member 2146 as the driven member 2120.
  • the hooks 2129, 2147 can cooperate with one another to facilitate attachment of the tensioner 2110 to a lashing member (not shown).
  • the hook 2147 can be crimped or cast on to the cable member 2146, but in other embodiments the hook 2147 can be coupled with the cable member 2146 in any of a variety of suitable alternative manners.
  • any of a variety of suitable alternative attachment features can be provided on the housing 2122, the cable member 2146, and/or at other locations on the tensioner 2110 to facilitate attachment of the tensioner 2110 to a lashing member.
  • a plurality of anti-rotation members 2130 can be disposed in the inner sleeve 2115 and can be configured to prevent rotation of the driven member 2120 during rotation of the inner sleeve 2115.
  • Each of the anti-rotation members 2130 can be coupled at one end with the driven member 2120 and at an opposite end with the housing 2122 (see FIG. 36).
  • one end of the anti-rotation members 2130 can extend through apertures 2131 (FIG. 35) defined by the driven member 2120 to facilitate coupling therebetween.
  • An opposite end of the anti-rotation members 2130 can extend into the cap 2126 to facilitate coupling therebetween.
  • the ends of the anti-rotation members 2130 can be attached to the driven member 2120 or the housing 2122 via an interference fit, with adhesive, through welding, though crimping, or with any of a variety of other suitable alternative attachment arrangements. It is to be appreciated that although three anti-rotation members are illustrated, any quantity of anti rotation members can be provided.
  • a drive member 2118 can be rotatably coupled with the housing 2122 and operably coupled with the inner sleeve 2115 such that rotation of the drive member 2118 facilitates rotation of the inner sleeve 2115 relative to the housing 2122.
  • the drive member 2118 can be rigidly attached to the inner sleeve 2115 through welding, with adhesives, or via an intermeshing arrangement.
  • the drive member 2118 and the inner sleeve 2115 can be provided as a unitary one-piece construction.
  • the drive member 2118 can include a drive head 2133 that is configured to mate with a wrench or a socket to facilitate manual or powered rotation of the drive member 2118 with the tool.
  • the inner sleeve 2115 and the drive member 2118 can be sandwiched between a pair of thrust washers 2137 that facilitate journaling of the inner sleeve 2115 with respect to the housing 2122. It is to be appreciated that any of a variety of suitable alternative arrangements can be provided for journaling the inner sleeve 2115 and the drive member 2118 with respect to the housing 2122, such as a ball bearing or a roller bearing, for example.
  • a retaining ring 2139 (FIG. 35) can be provided over the thrust washer 2137 located at the drive member 2118 to facilitate retention of the inner sleeve 2115, the drive member 2118, the driven member 2120, and the thrust washers 2137 within the housing 2122.
  • an O-ring, a bushing, or other suitable sealing arrangement can be provided between the inner sleeve 2115 and the housing 2122.
  • the drive member 2118 can accordingly be operably coupled with the driven member (via the inner sleeve 2115) such that driven member 2120 can slide along an axis (not shown) that is parallel to a rotational axis of the drive member 2118.
  • the driven member 2120 can slide along an axis that is coaxial with the rotational axis of the drive member 2118.
  • the drive member 2118 can accordingly be rotated to facilitate selective extension and retraction of the cable member 2146 (via the driven member 2120) with respect to the housing 2122.
  • the inner sleeve 2115 can correspondingly rotate with respect to the housing 2122.
  • the anti-rotation members 2130 can prevent the driven member 2120 from rotating which can cause the driven member 2120 to move linearly relative to the inner sleeve 2115 (e.g., due to the threaded engagement between the inner sleeve 2115 and the driven member 2120) to slide the cable member 2146 between the extended position (shown in dashed lines in FIG. 36) and the retracted position (shown in solid lines in FIG. 36) depending on the direction of rotation of the drive member 2118.
  • rotation of the drive member 2118 in a clockwise direction or a counter-clockwise direction can facilitate movement of the cable member 2146 into either the retracted position or the extended position, respectively.
  • rotation of the drive member 2118 in a clockwise direction or a counter-clockwise direction can facilitate movement of the cable member 2146 into either the extended position retraction or the retracted position, respectively. It is to be appreciated that when a lashing member (not shown) is attached to the hooks 2129, 2147, retracting and extending the cable member 2146 can increase and decrease, respectively, the tension on the lashing member.
  • the hook 2147 can include a tension sensor 2149 that is configured to facilitate detection of a tension applied by the tensioner 2110 (e.g., between the hooks 2129, 2147).
  • the tension sensor 2149 can comprise a sensing device 2153, a wireless communication module 2155, a microcontroller 2157 (e.g., a control module), and a power supply module 2159.
  • a cover (not shown) can be provided over the tension sensor 2149 to protect the tension sensor 2149 from environmental conditions (e.g., moisture, precipitation, or inadvertent contact).
  • the sensing device 2153 can be configured to detect the tension applied by the tensioner 2110 (e.g., to the lashing member) as a function of strain (or other forces) imparted on the hook 2147.
  • the sensing device 2153 can comprise a strain gage or a Hall-effect sensor.
  • other sensing devices for detecting strain or other forces are contemplated.
  • the wireless communication module 2155 can facilitate wireless communication with a remote computing device 2161 via any of a variety of wireless communication protocols such as, for example, near field communication (e.g., Bluetooth, ZigBee), a Wireless Personal Area Network (WPAN) (e.g., IrDA, UWB).
  • the microcontroller 2157 can gather sensor data from the sensing device 2153 for processing and can wirelessly communicate the sensor data (via the wireless communication module 2155) to the remote computing device 2161.
  • the remote computing device 2161 can be a smartphone (e.g., an iOS or Android device), a laptop computer, a tablet, or a desktop computer, for example.
  • the remote computing device 2161 can have an application loaded thereon that is configured to analyze the data from the tension sensor 2149 to display a tension value and/or generate a warning, when appropriate, such that the tension sensor 2149 and the remote computing device 2161 cooperate to provide a monitoring system (e.g., an internet of things (IoT) system) for the tensioner 2110.
  • the tension sensor 2149 can communicate directly (e.g., via a cellular connection) with a remote server (e.g., a cloud-based server) that is accessed by the remote computing device 2161.
  • a remote server e.g., a cloud-based server
  • the tension sensor 2149 can include an on-board display 2163 that displays a tension value to a user at the hook 2147.
  • the power supply module 2159 can facilitate onboard powering of the sensing device 2153, the wireless communication module 2155, and the microcontroller 2157 and can comprise an integrated power storage device such as a disposable battery, a rechargeable battery, a super capacitor or any of a variety of suitable alternative power storage arrangements.
  • a rechargeable battery pack can be recharged through any of a variety of power sources, such as a wall plug, a solar panel, or energy harvested from a nearby communication device (e.g., a passively powered device).
  • the power supply module 2159 can be embedded within the hook 2147.
  • tension sensor 2149 is shown to be provided on the hook 2147, the tension sensor 2149, or any other sensor, can be provided at any of a variety of internal or external locations along the tensioner 2110.
  • the cable member 2146 of the tensioner 2110 can be provided in the extended position (as illustrated in solid lines in FIG. 36) or near the extended position.
  • a lashing member that has been routed around/over an article can be attached at each end to one of the hooks 2129, 2147.
  • a user can then rotate the drive member 2118 (e.g., with a hand tool or power tool) in a tightening direction (e.g., clockwise) to begin retracting the cable member 2146 into the housing 2122 and tightening the lashing member.
  • the tension sensor 2149 can detect the tension on the lashing member (via the hook 2147) and can display the tension to the user (either on an on-board display or a remote computing device). As the user continues to rotate the drive member 2118 to increase the tension on the lashing member increases, the user can monitor the tension value displayed to the user on the remote computing device 2161 and/or on the on-board display 2163. Once lashing has reached a desired tension, the user can stop rotating the drive member 2118.
  • the tension sensor 2149 and/or the remote computing device 2161 can be programmed with a predefined threshold tension value and can alert the user (e.g., visually or audibly) when the tension has reached or exceeded the threshold tension value.
  • the tensioner 2110 can be used in the trucking industry for securing loads on a long haul trailer.
  • the tension sensor 2149 can be configured to communicate directly with an onboard fleet management computing system.
  • the tension detected by the tensioner can be wirelessly transmitted to the onboard fleet management computing system (e.g., via Bluetooth) and displayed to an operator of the tractor trailer.
  • a predetermined threshold such as due to the load shifting or breaking loose, an alarm can be presented to the operator.
  • FIGS. 39-41 An alternative embodiment of a tensioner 2210 is illustrated in FIGS. 39-41 and can be similar to, or the same in many respects as, the tensioner 2110 illustrated in FIGS. 34-38.
  • the tensioner 2210 can include a housing 2222, an inner sleeve 2215, and a drive member 2218 operably coupled with the inner sleeve 2215.
  • the tensioner 2210 can also include a cable member 2246 coupled with a hook 2247.
  • the hook 2247 can comprise a tension sensor 2249 (FIG. 40).
  • the tensioner 2210 can include a clutch assembly 2265 that facilitates selective, operable coupling between the drive member 2218 and the inner sleeve 2215 and includes a clutch spring 2267 sandwiched between a pair of clutch pins 2269.
  • the clutch spring 2267 and the clutch pins 2269 can be disposed in a notch 2271 (FIG. 40) defined by the drive member 2218.
  • the clutch pins 2269 can each reside in one of a plurality of interior slots 2273 (FIG. 40) defined by the inner sleeve 2215. During rotation of the drive member 2218, the clutch pins 2269 can extend into the interior slots 2273 to couple the drive member 2218 with the inner sleeve 2215.
  • the clutch pins 2269 can slip out of the interior slots 2273 which can decouple the drive member 2218 from the inner sleeve 2215 (e.g., clutch out) and can provide audible and/or tactile feedback that proper cable tension has been obtained.
  • the predefined threshold torque can be a function of the spring constant of the clutch spring 2267, the configuration of the clutch pins 2269 and/or the configuration of the interior slots 2273.
  • the tension applied by the cable member 2246 can be proportional to the torque applied to the drive member 2218 (e.g., input torque).
  • FIGS. 42-44 An alternative embodiment of a tensioner 2310 is illustrated in FIGS. 42-44 and can be similar to, or the same in many respects as, the tensioner 2210 illustrated in FIGS. 39-41.
  • the tensioner 2310 can include a housing 2322, an inner sleeve 2315, and a drive member 2318 operably coupled with the inner sleeve 2315.
  • the tensioner 2310 can also include a cable member 2346 coupled with a hook 2347.
  • the hook 2347 can comprise a tension sensor 2349.
  • the tensioner 2310 can include a clutch assembly 2365 that facilitates selective operable coupling between the drive member 2318 and the inner sleeve 2315 and includes a clutch spring 2367 sandwiched between a pair of clutch pins 2369.
  • the tensioner 2310 can include an anti-rotation sleeve 2375 (in lieu of the anti-rotation members 2130 illustrated in FIGS. 35 and 36).
  • the anti-rotation sleeve 2375 can include a pair of arms 2377 that extend through apertures 2331 in a driven member 2320.
  • the driven member 2320 can slide along the arms 2377 without rotating when the drive member 2318 is rotated.
  • FIGS. 45-47 An alternative embodiment of a tensioner 2410 is illustrated in FIGS. 45-47 and can include features that are similar to, or the same in many respects as, various features of the tensioners described above, such as, for example, tensioners 2110, 2210, and 2310 of FIGS. 35- 38, 39-41, and 42-44, respectively.
  • the tensioner 2410 can include an inner sleeve 2415 and a housing 2422.
  • the inner sleeve 2415 can be disposed within the housing 2422 and rotatably coupled with the housing 2422.
  • a pair of roller bearings 2479 can be interposed between the housing 2422 and the inner sleeve 2415 to journal the inner sleeve 2415 relative to the housing 2422. It is to be appreciated that the inner sleeve 2415 can be rotatably coupled with the housing 2422 in any of a variety of suitable alternative arrangements.
  • a driven member 2420 can include a body 2481 that includes a proximal end 2483 and a distal end 2485.
  • a ring member 2445 can be coupled with the distal end 2485 of the body 2481.
  • the body 2481 and the ring member 2445 can be formed together in a one-piece construction (e.g., through forging) but in other embodiments, the body 2481 and the ring member 2445 can be separate components that are fastened together (e.g., through welding or with fasteners).
  • a threaded collar 2487 can be coupled with the proximal end 2483 by a fastener 2489 or through any of a variety of suitable alternative coupling arrangements (e.g., welding or formed together with the body 2481 as a unitary one-piece construction). It is to be appreciated that, although a ring member is illustrated and described, any of a variety of suitable alternative attachment features can be provided as part of the driven member such as, for example, a hook, a bolt, a cleat, or a ring member, and/or at other locations on the driven member 2420 to facilitate attachment of the driven member 2420 to a lashing member.
  • the driven member 2420 can be movably coupled with the inner sleeve 2415. As illustrated in FIG. 47, the driven member 2420 can extend into the inner sleeve 2415 such that the threaded collar 2487 is disposed in the inner sleeve 2415.
  • the inner sleeve 2415 can include an interior threaded surface 2491 (FIG. 47) that threadably engages the threaded collar 2487 such that the inner sleeve 2415 and the threaded collar 2487 are threadably coupled together.
  • the interior threaded surface 2491 can rotate relative to the threaded collar 2487 to facilitate linear movement (e.g., translation) of the driven member 2420 along a centerline Cl relative to the inner sleeve 2415 and the housing 2422 between an extended position (shown in dashed lines in FIG. 47) and a retracted position (shown in solid lines in FIG. 47).
  • the tensioner 2410 can include a saddle member 2429 disposed at an opposite end of the housing 2422 as the ring member 2445.
  • the saddle member 2429 can cooperate with one another to facilitate attachment of the tensioner 2410 to a lashing member (not shown).
  • the saddle member 2429 can be pivotally coupled with the housing 2422, but in other embodiments the saddle member 2429 be pivotally or rigidly coupled with the housing 2422 in any of a variety of suitable alternative manners.
  • any of a variety of suitable alternative attachment features can be provided on the housing 2422 such as, for example, a hook, a bolt, a cleat, or a ring member, and/or at other locations on the tensioner 2410 to facilitate attachment of the housing 2422 to a lashing member.
  • the tensioner 2410 can include a cap 2426 that surrounds the body 2481 of the driven member 2420 and is coupled with an end of the housing 2422.
  • a thrust washer 2437 can be sandwiched between the inner sleeve 2415 and the cap 2426 to facilitate journaling of the inner sleeve 2415 with respect to the housing 2422 .
  • the cap 2426 can be threaded into the housing 2422, but in other embodiments can be coupled with the housing 2422 in any of a variety of suitable alternative arrangements.
  • the cap 2426 can include a guide member 2493 that defines a passageway 2495 (FIG. 46) through which the body 2481 of the driven member 2420 extends.
  • a gasket 2497 can be provided at the interface between the body 2481 of the driven member 2420 and the guide member 2493 to provide an effective seal therebetween for restricting contaminants from being introduced into the housing 2422 between the driven member and the guide member 2493.
  • an O-ring, a bushing, or other suitable sealing arrangement (not shown) can be provided between the cap 2426 and the housing 2422 for restricting contaminants from being introduced into the housing 2422 between the housing 2422 and the cap 2426.
  • the body 2481 of the driven member 2420 and the passageway 2495 can each have complimentary non-circular cross-sectional shapes (taken at a cross-section that is orthogonal to the centerline Cl) such that the guide member 2493 mates with the body 2481 to prevent rotation of the driven member 2420 during rotation of the inner sleeve 2415.
  • each of the body 2481 of the driven member 2420 and the passageway 2495 can have a hexagonal cross-sectional shape.
  • the body 2481 of the driven member 2420 and the passageway 2495 can have other non circular cross sectional shapes, including other polygonal shapes that facilitate mated interaction between the body 2481 of the driven member 2420 and the guide member 2493 to prevent rotation of the driven member 2420.
  • the guide member 2493 can be any of a variety of suitable alternative arrangements for preventing rotation of the driven member 2420 and can be coupled with the housing in any of a variety of suitable alternative arrangements.
  • a guide member can be separate from a cap (e.g., 2426) and disposed entirely within a housing (e.g., 2422).
  • a drive member 2418 can be rotatably coupled with the housing 2422 and operably coupled with the inner sleeve 2415 such that rotation of the drive member 2418 facilitates rotation of the inner sleeve 2415 relative to the housing 2422.
  • the tensioner 2410 can include a clutch assembly 2265 that facilitates selective, operable coupling between the drive member 2218 and the inner sleeve 2215 and includes a clutch spring 2267 sandwiched between a pair of clutch pins 2269.
  • the clutch spring 2267 and the clutch pins 2269 can be disposed in a notch 2271 (FIG. 47) defined by the drive member 2218.
  • the clutch pins 2269 can each reside in one of a plurality of interior slots 2273 (FIG.
  • the clutch pins 2269 can extend into the interior slots 2273 to couple the drive member 2218 with the inner sleeve 2215. Once the torque applied to the drive member 2218 exceeds a predefined threshold, the clutch pins 2269 can slip out of the interior slots 2273 which can decouple the drive member 2218 from the inner sleeve 2215 (e.g., clutch out) and can provide audible and/or tactile feedback that proper cable tension has been obtained.
  • the predefined threshold torque can be a function of the spring constant of the clutch spring 2267, the configuration of the clutch pins 2269 and/or the configuration of the interior slots 2273.
  • the tension applied by the cable member 2246 can be proportional to the torque applied to the drive member 2218 (e.g., input torque).
  • the drive member 2418 can be rigidly attached to the inner sleeve 2415 through welding, with adhesives, or via an intermeshing arrangement.
  • the drive member 2418 and the inner sleeve 2415 can be provided as a unitary one- piece construction.
  • the drive member 2418 can include a drive head 2433 that is configured to mate with a wrench or a socket to facilitate manual or powered rotation of the drive member 2418 with the tool.
  • a retaining ring 2439 (FIG. 46) can be provided over the drive member 2418 to facilitate retention of the inner sleeve 2415, the drive member 2418, and the driven member 2420 within the housing 2422.
  • the drive member 2418 can accordingly be operably coupled with the driven member (via the inner sleeve 2415) such that driven member 2420 can slide along the centerline Cl (which can be parallel to a rotational axis of the drive member 2418).
  • the driven member 2420 can slide along an axis that is coaxial with the rotational axis of the drive member 2418.
  • the drive member 2418 can accordingly be rotated to facilitate selective extension and retraction of the ring member 2445 (via the driven member 2420) with respect to the housing 2422.
  • the inner sleeve 2415 can correspondingly rotate with respect to the housing 2422.
  • the guide member 2493 can prevent the driven member 2420 from rotating which can cause the driven member 2420 to move linearly along the inner sleeve 2415 (e.g., due to the threaded engagement between the inner sleeve 2415 and the threaded collar 2487) to slide the driven member 2420 between the extended position (shown in dashed lines in FIG. 47) and the retracted position (shown in solid lines in FIG. 47) depending on the direction of rotation of the drive member 2418.
  • rotation of the drive member 2418 in a clockwise direction or a counter-clockwise direction can facilitate movement of the driven member 2420 into either the retracted position or the extended position, respectively.
  • rotation of the drive member 2418 in a clockwise direction or a counter clockwise direction can facilitate movement of the driven member 2420 into either the extended position retraction or the retracted position, respectively. It is to be appreciated that when a lashing member (not shown) is attached to the saddle member 2429 and the ring member 2445, retracting and extending the driven member 2420 can increase and decrease, respectively, the tension on the lashing member.
  • FIGS. 48-50 An alternative embodiment of a tensioner 2510 is illustrated in FIGS. 48-50 and can be similar to, or the same in many respects as, the tensioner 2410 illustrated in FIGS. 45-47.
  • the tensioner 2510 can include a housing 2522, an inner sleeve 2515, a drive member 2518 operably coupled with the inner sleeve 2515, a driven member 2520, and a cap 2526.
  • a threaded collar 2587 can be coupled with a body 2581 of the driven member 2520.
  • the cap 2526 can include a guide member 2593.
  • the tensioner 2510 can include nut 2501 that facilitates releasable coupling of body 2581 of the driven member 2520 with the threaded collar 2587.
  • a crimped collar can be provided in lieu of the nut 2501.
  • the tensioner 2510 can also include an intermediate cap 2503 that is interposed between the housing 2522 and the cap 2526 and facilitates attachment of the cap 2526 to the housing 2522.
  • a bearing 2505 can be associated with the drive member 2518 to facilitate journaling of the drive member 2518 and other associated components with respect to the housing 2522.
  • FIGS. 51-53 An alternative embodiment of a tensioner 2610 is illustrated in FIGS. 51-53 and can be similar to, or the same in many respects as, the tensioner 2410 illustrated in FIGS. 45-47.
  • the tensioner 2610 can include a housing 2622, an inner sleeve 2615, a drive member 2618 operably coupled with the inner sleeve 2615, a driven member 2620, and a cap 2626.
  • the inner sleeve 2615 can include an interior threaded surface 2491 (FIG. 52).
  • the cap 2626 can define a passageway 2695.
  • a body 2681 of the driven member 2620 can include an exterior threaded surface 2607 that is threadably engaged with the interior threaded surface 2691 such that rotation of the inner sleeve 2615 facilitates sliding of the driven member 2620 between a retracted position and an extended position.
  • the body 2681 of the driven member 2620 and the passageway 2695 can have a substantially circular cross-sectional shape to allow the exterior threaded surface 2607 of the body to pass through the cap 2626 during sliding of the driven member 2620.
  • FIGS. 54-56 An alternative embodiment of a tensioner 2710 is illustrated in FIGS. 54-56 and can be similar to, or the same in many respects as, the tensioners 2410, 2510, 2610, illustrated in FIGS. 45-47, 48-50, and 51-53, respectively.
  • the tensioner 2710 can include an inner sleeve 2715, a drive member 2718, a driven member 2720, a housing 2722, and a cap 2726.
  • the driven member 2720 can include a body 2781 and a ring member 2745.
  • the housing 2722 can include a hook 2729.
  • a threaded collar 2787 can be coupled with the body 2781.
  • the tensioner 2710 can include a hook 2747 that is coupled to the ring member 2745 via a link 2751.
  • the housing 2722 can include a main body 2708 and a rear interface portion 2709 that is coupled with the main body 2708 (e.g., threadably coupled or welded thereto).
  • the hook 2729 can be coupled with the rear interface portion 2709.
  • a torque amplifier assembly 2711 can be operably coupled with the drive member 2718. As illustrated in FIGS. 55 and 56, the torque amplifier assembly 2711 can include a torque amplifier 2713 and a coupler 2717.
  • the torque amplifier 2713 can include an input 2719 and an output 2723 that are rotatably coupled together such that rotation of the input 2719 facilitates rotation of the output 2723.
  • the output 2723 can be coupled with the drive member 2718 via the coupler 2717.
  • the torque amplifier 2713 can be rotatably coupled with a sleeve 2725 that is interlocked with the rear interface portion 2709 of the housing 2722.
  • the input 2719 can have square shape (or another shape) to allow a tool, such as a male end of a torque wrench or a ratchet, to interface therewith to facilitate rotation of the input 2719. It is to be appreciated that the input 2719 can alternatively have a male interface that can interface with a wrench, a socket or other tool configured to engage a male interface.
  • Rotation of the input 2719 can rotate the output 2723 which can rotate the drive member 2718 (via the coupler 2717) to facilitate extension or retraction of the driven member 2720.
  • the sleeve 2725 and the rear interface portion 2709 of the housing 2722 can remain interlocked to prevent slippage between the torque amplifier assembly 2711 and the housing 2722.
  • the input 2719 and the output 2723 can be rotatably coupled with each other via a transmission (not shown) that defines a gear ratio between the input 2719 and the output 2723 that reduces the amount of rotational torque that would otherwise be required to rotate the drive member 2718 directly (e.g., a reduction gear set).
  • FIGS. 57 and 58 An alternative embodiment of a tensioner 2810 is illustrated in FIGS. 57 and 58 and can be similar to, or the same in many respects as, the tensioner 2710 illustrated in FIGS. 54- 56, respectively.
  • the tensioner 2810 can comprise a ring member 2845, a hook 2847, and a link 2851 that couples the hook 2847 to the ring member 2845.
  • the tensioner 2810 can include a tension sensor 2849 that is coupled with the link 2851 and is configured to facilitate detection of tension applied to a lashing member coupled to the tensioner 2810 (via the link 2851).
  • the tension sensor 2849 can be similar to, or the same in many respects as, the tension sensors 2149, 2249, 2349 illustrated in FIGS.
  • the tension sensor 2849 can comprise a PCB board 2804 that includes a sensing device 2853, a wireless communication module 2855, a microcontroller 2857 (e.g., a control module), and a power supply 2859 (e.g., batteries).
  • a guide plate 2806 can be disposed within the link 2851 and can be associated with the PCB board 2804.
  • the tension sensor 2849 can include a pair of covers 2800 that can be provided over the tension sensor 2849 to protect the tension sensor 2849 from environmental conditions (e.g., moisture, precipitation, or inadvertent contact).
  • the sensing device 2853 can be configured to detect the tension on the lashing member as a function of strain (or other forces) imparted to the guide plate 2806 from the link 2851.
  • FIG. 59 An alternative embodiment of a saddle member 2929 is illustrated in FIG. 59 and can be similar to, or the same in many respects as, the saddle members (e.g., 2429) illustrated in FIGS. 45-53.
  • the saddle member 2929 can include a tension sensor 2949 that facilitates detection of tension applied to a lashing member coupled to a tensioner.
  • the tension sensor 2849 can be similar to, or the same in many respects as, the tension sensors 2149, 2249, 2349, 2849 illustrated in FIGS. FIGS. 34-38, 39-41, 41-44, and 57-58, respectively.
  • An alternative embodiment of a tensioner 3010 is illustrated in FIGS.
  • the tensioner 3010 can include a housing 3022, an inner sleeve 3015, a drive member 3018 operably coupled with the inner sleeve 3015, a driven member 3020, a cap 3026, and a tension sensor 3049 coupled with the housing 3022.
  • the housing 3022 can include a main body 3008 and a rear interface portion 3009 that is coupled with the main body 3008 (e.g., threadably coupled or welded thereto).
  • the tension sensor 3049 can be coupled with the housing 3022 and can surround at least a portion of each of the main body 3008 and the rear interface portion 3009.
  • a hook 3029 can be coupled with the rear interface portion 3009.
  • the driven member 3020 can include a body 3081 and a ring member 3045.
  • a hook 3047 can be coupled with the ring member 3045 via a link 3051.
  • a threaded collar 3087 can be coupled with a body 3081 of the driven member 3020.
  • the cap 3026 can include a guide member 3093 that defines a passageway 3095.
  • the tensioner 3010 can include a nut 3001 that facilitates releasable coupling of the body 3081 of the driven member 3020 with the threaded collar 3087.
  • the tension sensor 3049 can comprise an annular housing 3049 A that at least partially surrounds the housing 3022 and includes an inner annular sleeve 3035 and an outer annular sleeve 3041 that at least partially surrounds the inner annular sleeve 3035.
  • the inner annular sleeve 3035 can include a plurality of tabs 3043 (one shown) and the rear interface portion 3009 can define a plurality of notches 3043A that are each substantially aligned with one of the tabs 3043.
  • the inner annular sleeve 3035 can be inserted into the rear interface portion 3009 to facilitate coupling therebetween.
  • each of the tabs 3043 can interface with respective ones of the notches 3043 A to ensure proper alignment of the tension sensor 3049 on the rear interface portion 3009 as well as to prevent rotation of the tension sensor 3049 with respect to the rear interface portion 3009.
  • the outer annular sleeve 3041 can be installed over the inner annular sleeve 3035 and can be coupled to the rear interface portion 3009 via welding, adhesive, a frictional fit, or any of a variety of suitable alternative methods.
  • the tension sensor 3049 can be assembled onto the housing 3022 during manufacturing of the tensioner 3010.
  • the tension sensor 3049 can be retrofit onto an existing tensioner (e.g., 3010) that does not have tension detection capability.
  • the tension sensor 3049 can comprise a pair of sensing devices 3053, a wireless communication module 3055, a control module 3057, and a power supply module 3059 (e.g., a battery).
  • the wireless communication module 3055 and the control module 3057 can be mounted on a printed circuit board 3055A.
  • the printed circuit board 3055A and the power supply module 3059 can be provided on opposite sides of the inner annular sleeve 3035 and can be contoured to match the shape of the inner annular sleeve 3035 to allow the outer annular sleeve 3041 to fit over the printed circuit board 3055 A and the power supply module 3059 such that the wireless communication module 3055, the control module 3057, and the power supply module 3059 are disposed between the inner annular sleeve 3035 and the outer annular sleeve 3041.
  • the inner annular sleeve 3035 can define a pair of notches 3035A and each of the sensing devices 3053 can be disposed in respective ones of the notches 3035A (see FIG. 62).
  • the notches 3035 A can be disposed on opposite sides of the inner annular sleeve 3035 such that the sensing devices 3053 are circumferentially opposite one another (e.g., about 180 degrees from each other).
  • a pair of charging pins 3059A can be electrically coupled with the power supply module 3059 and can facilitate charging of the power supply module 3059 with an external power source (not shown).
  • the charging pins 3059A can extend through a pair of holes 3059B defined by the inner annular sleeve 3035 and to an exterior of the inner annular sleeve 3035 to serve as a charging port for the power supply module 3059.
  • the tension sensor 3049 can include an antenna 3055B that is communicatively coupled with the wireless communication module 3055 and facilitates wireless communication therewith.
  • the antenna 3055B can be substantially annular shaped and thus contoured to substantially match the shape of the inner annular sleeve 3035.
  • the antenna 3055B can be disposed between the inner annular sleeve 3035 and the outer annular sleeve 3041 and concealed thus from view. It is to be appreciated however than any of a variety of suitable alternative antenna arrangements and/or locations are contemplated.
  • the driven member 3020 and the housing 3022 can cooperate to define a load path L through at least part of the tensioner 3010.
  • the sensing devices 3053 can be located along the load path L and configured to detect the tension applied by the tensioner 3010 as a function of a loading force transmitted along the load path L.
  • the sensing devices 3053 can comprise strain gages that are configured to detect the tension on the tensioner 3010 as a function of strain (e.g., a loading force) on the main body 3008.
  • the sensing devices 3053 can be attached directly to the main body 3008 (e.g., with an adhesive), adjacent to the interface between the main body 3008 and the rear interface portion 3009.
  • the tensioner 3010 When the tensioner 3010 is placed under tension, the resulting strain on the main body 3008 is transmitted through the sensing devices 3053.
  • the strain detected by the sensing devices 3053 can be correlated to a tension (e.g., by the control module 3057) and then transmitted to a local display and/or a remote computing device for use in metering, alarming (e.g., when the tension exceeds a predefined threshold), or any of a variety of other suitable purposes.
  • the tension sensor 3049 can have any quantity of sensing devices (e.g., one or more than two). However, the use of two or more sensing devices (e.g., 3053) that are distributed along the circumference of the housing 3022 (as illustrated in FIGS. 60-64) can provide a more precise measurement and detection of the tension on the tensioner 3010.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)

Abstract

L'invention concerne des procédés de test d'un agencement de fixation de cargaison. L'invention concerne également une attache qui facilite la fixation d'une cargaison à un véhicule, tel qu'une remorque à plateau. L'attache comprend des premier et second tendeurs qui sont disposés de chaque côté de la cargaison lors de l'utilisation de l'attache pour fixer la cargaison au véhicule.
PCT/US2021/042532 2020-07-21 2021-07-21 Procédés de test de stratégies de fixation de cargaison, leurs stratégies de fixation, et attache de fixation de cargaison WO2022020442A1 (fr)

Applications Claiming Priority (4)

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US202063054782P 2020-07-21 2020-07-21
US202063054783P 2020-07-21 2020-07-21
US63/054,783 2020-07-21
US63/054,782 2020-07-21

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100332514A1 (en) * 2009-06-26 2010-12-30 Michael Steele Decision logic comparison and review
US20120128441A1 (en) * 2010-11-18 2012-05-24 Mcdaniel David M Cargo restraint device
US20130320172A1 (en) * 2012-05-30 2013-12-05 Jerry Skorupa Coil retainer and method of use
EP2774813A2 (fr) * 2013-03-09 2014-09-10 Karl-Heinz Grüter Sécurisation de charge doté de courroies de serrage et de palans à chaînes
US20170313233A1 (en) * 2014-11-14 2017-11-02 Stellenbosch University Cargo securing apparatus

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100332514A1 (en) * 2009-06-26 2010-12-30 Michael Steele Decision logic comparison and review
US20120128441A1 (en) * 2010-11-18 2012-05-24 Mcdaniel David M Cargo restraint device
US20130320172A1 (en) * 2012-05-30 2013-12-05 Jerry Skorupa Coil retainer and method of use
EP2774813A2 (fr) * 2013-03-09 2014-09-10 Karl-Heinz Grüter Sécurisation de charge doté de courroies de serrage et de palans à chaînes
US20170313233A1 (en) * 2014-11-14 2017-11-02 Stellenbosch University Cargo securing apparatus

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