Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
CA 02328340 2004-07-12
CARGO SNUGGER STRAP AND HOOK MECHANISM
Background of the Invention
Loads on rail cars need to be restrained from shifting under the various loads
imposed by
draft, buff, and rocking of the car. For particular types of loads, such as
large rolls or coils of
sheet material, or palletized loads, tensioning mechanisms using straps and
anchors are
advantageous. A special anchor fitting adapted to receive a corresponding
anchor pin combines
with a strap length controlling mechanism midway from the ends of a strap to
maximize strength,
ease of operation, economy in manufacture and minimize damage to rolls, coils
or palletized
cargo. A simple cam locking mechanism may be used instead of the prior art
metal ratchet
mechanism on a strap.
The invention was initially adapted to shipment of paper rolls and other rolls
of material
easily damaged by prior art rail car wall anchors. Other cargoes can be
secured to advantage,
particularly palletized cargo such as shrink wrapped, packaged juices, or
other similarly
vulnerable cargo that should be protected from contact with in-car projections
during loading,
transporting and unloading. Further, appropriately sized snugger straps and
hooks could even be
used for other materials. In other uses, other transportation devices such as
over the road trailers
and shipping containers continue to utilize maximum cubic volume ("high cube")
designs for
which the ability to recess anchors also has added utility.
Summary of the Invention
The invention combines several distinct elements into an improved cargo
snugger strap
and hook mechanism. An anchor has an "L" shaped aperture which receives a
strap pin end, the
lower leg of the "L" locking the pin in place, the strap bearing on a smoothly
curved side wall,
the pin being held in place when not under load by a clip member on the back
of the anchor and
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being contained within a pocket in the wall of a railroad box freight car. A
strap shortening
device enables a two part strap to be shortened to fit the cargo load through
the use of a
combination of turns and bights around a three part clip having a generally
oval ring with an
upstanding half oval ring portion displacing the various parts of the strap
threaded thereon to
increase friction to the point where the strap length can be effectively fixed
under load, yet the
length varied when not under load.
According to the present invention, there is provided an anchoring and strap
length
controlling mechanism for securing loads in a transport vehicle. The mechanism
comprises an
anchor fitting having top, bottom and side walls defining an "L" shaped
aperture adapted to
receive an anchor pin. The anchor pin is fixed at a first end of a flexible,
flat tensile member
which has an anchorable second end opposite said first end. The mechanism
further includes a
tensile member length controlling mechanism spaced from and between said first
and second
ends.
Brief Descriution of the Drawings
Figure 1 is an elevational view of my cargo snugger strap;
Figure 2 is a plan view of my cargo snugger strap;
Figure 3 is a an elevational view of my cargo snugger strap in an adjusted
condition;
Figure 4 is a plan view of my cargo snugger strap in an adjusted condition;
Figure 5 is an enlargement of the adjustment mechanism;
Figure 6 is an elevational view of the anchor plate;
Figure 7 is a sectional view of the anchor plate;
Figure 8 is a plan view of the strap and anchor during the step of aligning
the pin with the
anchor;
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Figure 9 is an elevational view of the strap and anchor during the step of
aligning the pin
with the anchor;
Figure 10 is a plan view of the strap and anchor during the step of inserting
the pin in the
anchor;
Figure 11 is an elevational view of the strap and anchor during the step of
inserting the
pin in the anchor;
Figure 12 is a plan view of the strap and anchor during the step of moving the
pin
inwardly past the locking angle of the anchor;
Figure 13 is an elevational view of the strap and anchor during the step of
moving the pin
inwardly past the locking angle of the anchor;
Figure 14 is a plan view of the strap and anchor during the step of moving the
pin
forwardly past the locking angle of the anchor;
Figure 15 is an elevational view of the strap and anchor during the step of
moving the pin
forwardly past the locking angle of the anchor;
Figure 16 is a plan view of the strap and anchor during the step of engaging
the pin with
the locking angle of the anchor;
Figure 17 is an elevational view of the strap and anchor during the step of
engaging the
pin with the locking angle of the anchor;
Figure 18 is a perspective view of a preferred strap eye anchor with a choker
strap;
Figure 19 is a perspective view of a strap eye anchor with a strap toggle;
Figure 20 is a perspective view of a toggle pin, strap and lanyard;
Figure 21 is a top plan view of a hook;
Figure 22 is a top plan view of a hook;
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Figure 23 is an elevational view of a hook; and
Figure 24 is an elevational view of a rod anchor in a wall pocket.
Detailed Descriution of the Preferred Embodiment
An improved wall anchor 10 is adapted for use in connection with a paper load
snugger
strap 12 for use in a transport vehicle such as a railroad freight box car.
The wall anchor 10
includes a locking angle or clip member 14 recessed in a recess 16 in anchor
10 and also within
car wall 18. In operation strap pin 20 will be inserted into the wall anchor
10 and manipulated
into a secure position maintained by locking angle or clip member 14 which
defines a recess 16
which captures an end of pin 20. After the strap 12 is tensioned, the strap
pin 20 will bear on
anchor 10 itself firmly affixed to wall 18, there being a hollow, pocket or
recess in the side of the
car behind wall 18. The major advantage of this system is that under all
circumstances there will
be no object projecting inwardly into the cargo area of the car from the side
wall 18 of the car to
damage the cargo. This is particularly advantageous with easily damaged, but
otherwise
unpacked or uncrated cargo such as is the case with paper rolls or palletized,
plastic wrapped
cargo.
The anchor 10 and strap pin 20 work most advantageously with a strap-
shortening device,
generally designated 22, for cargo load snugger 12. The strap-shortening
device 22 includes a
specially designed clip 24. Clip 24 is preferably made from 5/8" dia. heat
treated alloy steel.
Steel ring 26 is similarly constructed of similar materials and dimensions.
The clip 24 and ring
26 are thus capable to handle a minimum of 21,000 lbs, pulling force.
The shortening device 22 is formed and arranged as described below from two
(2) pieces
of preferably 4" polyester strap webs, the pin side web 28 and the standing
web 30, which axe
interconnected using clip 24 and ring 26. The term web is used in the general
sense of
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describing a length of generally flat material, and is not necessarily limited
to woven fibrous
material, although such material is preferred. The concept can be applied to
different sized
straps or straps of different strength properties depending on the loads to be
borne. Webs 28, 30
are specially routed through clip 24 and ring 26. The pin side web 28 is sewn
to ring 26 at the
end opposite strap pin 20. The standing web 30 passes through the various
segments of clip 24
through a plurality of overlapping turns and bights that apply sufficient
friction under load that
the cargo is maintained in position in the rail car. Standing web 30 has
working end 32 which is
the end that passes though clip 24, while standing end 34 is opposite.
Standing end 34 is attached
to a known tensioning device 36, typically a device with a ratchet or an over
center cam
arrangement to put final tension on strap 12 to bind the load, once excess
length has been taken
up by shortening device 22.
By feeding and pulling end 32 of web 30 through clip 24, the overall length of
the strap
12 can be adjusted. The ratio of the adjustable length is almost 2:1 between
the clip 24 and the
steel ring 26. In other words, if a maximum 12' long strap system, combined
with a 6' long
fixed strap from the wall anchor 10 to the steel ring 26, and a maximum 6'
long adjustable strap
between the clip 24 and the steel ring 26, the system can be shortened to any
length between 12'
and 9' by using this device.
Clip 24 is formed so as to have a generally oval ring portion 40 and an
upstanding half
oval portion 42. Each portion includes straight legs 44, 46, 48 integrally
formed as part of their
oval shapes. These legs provide a clear path for the webs with even
distribution of loads and
even application of friction. It will be seen that beginning from end 34 of
web 30, end 32 will
pass over the various legs 44, 46, 48 of clip 24 being threaded to the final
form. Web 30, thus
forms first turn 50 around leg 44, passes upwardly to leg 48 to form second
turn 52, loosely held
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to enable subsequent threading. Web 30 then passes downwardly to leg 46
forming third turn 54.
Web 30 then exits clip 24 and forms first bight 56 leading generally
downwardly around a leg
portion 58 of ring 26. Web 30 then passes back to clip 24, specifically
forming fourth turn 60
around leg 46 and outward (below in Figure 5) of third turn 54, but leaving a
gap therebetween.
Next, web 30 passes upwardly and around leg 48 to form second bight 62. This
passes under turn
52 and will therefore be sandwiched between turn 52 and leg 48 when under
load. End 32 then
passes between turn 54 and turn 60, forming fifth turn 64. Turn 64 will also
be sandwiched under
load, between turns 54 and 60 and under leg 46. In this manner, web 30 can be
easily threaded
manually and easily adjusted when no load is placed on the strap 12. However
the multiple turns
and bights, and the sandwiching action in two turns, greatly increases the
friction in the system
when under load, thereby providing secure fastening of cargo. The turns, as
shown in Figures 4
and 5, are generally between from about 35 degrees to about 130 degrees. The
bights, as shown
in Figures 4 and 5, are generally greater than 180 degrees.
Figures 8 - 1? illustrate the way pin strap 20 is anchored in anchor 10
through movement
in three dimensions. Anchor 10 uses a plate or fitting 70 formed with bottom
72, top 74 and two
side 76, 78 interior walls which define an aperture 80. The term plate is used
for convenience
and not by way of limitation to a particular method of fabricating, thus, cut
and formed steel
plate could be used, as could appropriate forgings, castings or moldings of
appropriate material.
Top wall 74 is formed to have recessed portion 82 which defines a notch 84 or
enlarged portion
of aperture 80. Side wall 78 is further formed so as to have a smoothly curved
surface 86 to
relieve stress on web 28 when under load.
As strap pin end 90 approaches aperture 80 because the length of pin 20 is
greater than
the distance from wall recess 82 to bottom wall 72, pin 20 will be tilted
slightly to insert the
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lower pin end 92. As the width of the sewn end 90 is less than the width of
the body of web 28,
end 90 fits closely between the smaller dimension between wall 74 and wall 72.
Thus, aperture
80 is generally of an "L" shape, the bottom leg of the "L" corresponding to
the width of end 90,
and the height of the "L" shape corresponding to slightly more than the width
of end 90 plus the
exposed top end 94 of pin 20.
Figures 10 - 17 show the progression of inserting pin 20 behind plate 70 and
its
movement around angle or clip member 14 until, as shown in Figures 16 and 17,
it is in its final
anchored position. It will be noted that strap 28 at end 92 bears on curved
surface 86 in Figure
17. Thus, the load across strap 12 is borne on anchor 10 when tensioned, while
pin 20 is held in
place when strap is untensioned, by angle or clip member 14. While in the
preferred
embodiment, a weldment of a right angle section steel member is utilized,
other clip member
configurations could be used to perform this function.
The anchor 10 in combination with strap shortening device 22 further enables
elimination
of the contact between the prior art metal ratchet (analogous to tensioning
device 36) and the
cargo loads such as paper loads or palletized cargo requiring surface
protection. This prior art
contact creates restrictions in the utility of prior art load snugger systems
because of the damage
to the cargo loads. The invention also could offer a better ratchet operating
position for dock
workers because of the improved location of tensioning device 36 relative to
the ends of the strap
12.
Alternative anchor attachments are shown in Figures 18 - 20. A strap eye 110
having
center bail 112 and ends 114, 116, is mounted on a car wall 118. This can be
easily
accomplished by welding, preferred in the current field environment, or
alternative attachments
could be used, as by heavy duty bolts or rivets through ends 114, 116. A
sufficiently wide
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footprint, using the ends 114, 116 and bail 112 as shown, enables the use of a
"choker"
arrangement where a strap 120 has a loop 122 such that the standing part 124
is passed through
the loop for a tight, fastener-free connection to the eye 110. If a car is
fitted with a recessed
pocket, the function of bail 112 could be performed by a bar 134 spanning the
pocket 136.
In another alternative, loop 122 is passed through eye 110, particularly where
the
standing part is fixed or it is inconvenient to set the choker arrangement,
and pin 130 is inserted
into loop 122, strap 120 being drawn in tension, such that a toggle connection
is formed. In this
arrangement, toggle pin 130 can be removed by hand upon slacking of strap 120.
Lanyard 132
can be used to prevent pin 130 from being lost.
Figures 21 - 23 show an improved strap hook 150 that may be fastened to a
looped end
152 of a strap 154. Preferably end 152 is sewn at stitching 156, however,
buckle arrangements
known in the axt or described above could perform a loop forming function.
Stitching has
advantages in durability and avoidance of misadjustment and slipping,
particularly when at a
bitter end of a strap 154.
Strap hook 150 is made up of inner plate 160 and an overlapping outer plate
162 having
respective curved ends 164, 166. Opposite the curved ends 164, 166 of the
inner and outer plates
160, 162 are slotted portions 168, 170. Plates 160, 162 are interconnected by
a loosely fit rivet
172. The slotted portions 168, 170 are adapted to accept the end 152 of the
strap 154. The
combination of the flexibility of end 152 of the strap 154 and the loose fit
arrangement of the end
152 of the strap hook 150 with slotted portions 168, 170 and the ability of
the inner and outer
plates 160, 162 to move with respect to rivet 172, the strap hook 150 can be
opened to be
connected to an appropriate pin 174 such as may be located on a strap
shortening device 22 or
anchor pocket bar 134, 136 (Figure 24).
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