Cargo securement, cargo shift stop

Abstract

A pallet or piece of freight on a surface such as the floor of a dry van or flat bed trailer, will shift or move while in transit. The cargo shift stop will prevent the movement of the pallet or freight much like a door stop that holds open an opened door.

Description

FIELD OF THE INVENTION

This invention relates to all aspects of moving freight by all modes of transportation. This invention is one that will prevent the movement or shifting of freight or cargo, in or on a vessel, while in transit, thus preventing damage to the freight and equipment being used to move the freight from one point to another.

BACKGROUND OF THE INVENTION

Since freight has been moved by vessels such as truck, train, water, or air, there has been the constant problem of the freight moving or shifting while the freight is in transport. This movement is due to the surface on which the freight is being transported on in combination with the movement of the vehicle in which the freight is being transported. With the stopping, starting, turning, and yawing of the vehicle, the freight being transported will slide or tip when a change in direction of the vehicle takes place. Depending on the severity of the event, this dynamic will cause the freight to come in contact with other freight on the same vessel, or will cause the freight to leave the vessel altogether presenting great danger to people and equipment in it's proximity.

Current methods of restraint for cargo require the use of straps to hold the cargo into place, or blocking material nailed to the floor to stop the pallet or piece of freight from moving. Other forms of restraint include the placement of horizontal retaining bars from one side of the trailer to the other that prevents the forward movement of the freight, but does not address the side do side movement of the freight. These processes are manual intensive and can damage the flooring of freight vessel over time. Many other examples of freight movement and restraining systems are evident and are most apparent to those experts in the various fields of transportation.

SUMMARY OF THE INVENTION

A: OBJECTS OF THE INVENTION

One object of this invention is to limit the travel of said freight or cargo to a point where it does not move beyond specified points. The will prevent damage to the freight when it comes into contact with other freight on the floor or platform on which it is transported.

Another object of the invention is to prevent a catastrophic outcome of heavy freight shifting on the floor or platform. Whether this be over the road transport or air transport, these extreme weight shifts can cause the operator to loose control of the vehicle

Another object of the invention is to prevent the overloading of an axle of a dry van or flat bed trailer. State and Federal laws allow certain maximum weights on the axles of these trailers which can be exceeded when the cargo shifts forward due to a hard braking event.

Another object of the invention is to substantially reduce the amount of labor required to utilize existing methods cargo restraint. These include the nailing or blocking of wood or other material to the floor or platform. This device is one that may have its best application when installed in the floor of a cargo vessel, such as a dry van or flat bed trailer pulled by a semi truck. When installed in the floor of trailer, be it metal or wood, this retractable, floor protruding device when installed as a system, will stop the movement of the freight as it tries to move across the floor of the cargo vessel. When not needed, the plunger of the device can be retracted and secured inside the collar.

Another object of this invention is to eliminate the need to carry or stock materials and supplies to secure the cargo under current techniques.

The applications of the invention are not limited to the installation in a dry van or flat bed trailer. Other areas in which the device will work are rail cars, cargo ships, airplanes, cargo transport platforms, and barges. This device will work on any surface in which it can be installed.

This device can also be used on surfaces that are not part of a cargo vessel. This device can be installed on any surface in which movement from some outside force is not desired, manmade or natural. This can include warehouse buildings, floors, and dock areas.

Other objects will be apparent from the following SUMMARY, DESCRIPTION OF PREFERRED EMBODIMENTS, DRAWINGS AND CLAIMS.

B: SUMMARY

In accordance with the present means of cargo restraint systems, excessive time and money are spent on preventing cargo from shifting on a transportation platform. These current systems, although partially effective, lack the ease of use and certainty of securement that this invention offers.

In accordance with one embodiment of the invention, the invention is recessed into an existing floor or platform. This collar/plunger version can be installed as new OEM equipment, but can also be retrofitted back to older floors and platforms.

In accordance with another embodiment of the invention, the plunger is part of a strip of metal or composite material recessed into the flooring material. This embodiment can also be installed as new OEM equipment or can be retrofitted back to older floors or platforms.

In accordance with another embodiment of the invention, the plunger is part of a strip of metal or composite material recessed into the flooring material, and includes a spring around the plunger. In this embodiment, the plunger is activated and deactivated by an air bag under the plunger.

THE DRAWINGS

FIG. 1 is a schematic perspective view from the top of the device.

FIG. 2 is a schematic perspective view from the side of the device.

FIG. 3 is a schematic perspective view from the side of the invention mounted in the flooring of a typical flatbed or dry van trailer.

FIG. 4 is a schematic perspective view as it appears in FIG. 3, but shows the invention in the recessed position.

FIG. 5 is a schematic perspective view from the side showing some possible dimensions for the invention.

FIG. 6 is a schematic perspective view from the top of how the plunger can be locked into a recessed position. This figure shows the collar from the bottom side.

FIG. 7 is a schematic perspective view from the side showing the keyed slots in the side of the collar in relation to the keys in the side of the plunger.

FIG. 8 is a schematic perspective view of the key from the side of the plunger. This figure shows the key as it appears on the side of the plunger.

FIG. 9 is a schematic perspective view from the side of an alternative to the keyed slot version of the invention. This figure shows the device without the keyed slots in the side of the collar and the key on the side of the plunger.

FIG. 10 is a schematic perspective view from the side showing another version of the device which shows the device mounted in a strip of material (steel or composite) that will produce the same advantages as being recessed into the flooring material.

FIG. 11 is a schematic perspective view of the top of the stop strip version.

FIG. 12 is a schematic perspective view from the top of another stop strip version of the invention.

FIG. 13:

This figure is schematic perspective view from the top of the stop strip with possible hole locations.

FIG. 14:

FIG. 14 is a schematic perspective view from the top of one of the holes in the stop strip. This figure shows the placement of the machined keys slots from a top view.

FIG. 15:

FIG. 15 is a schematic perspective view of the side of the stop strip showing the placement of the machined keyed slots on the side of each hole.

FIG. 16:

FIG. 16 is a schematic perspective view from the side of another version of the invention in its active position. In this version, a sliding strip is positioned inside the stop strip, under the plungers. The sliding strip can move forward and backward, activating and deactivating each of the plungers in the stop strip.

FIG. 16a:

FIG. 16a is a schematic perspective view of the sliding stop strip version, shown from the top and side perspectives

FIG. 16b:

FIG. 16b shows a schematic perspective view from the side of the invention in FIG. 16 in its passive position.

FIG. 17:

This figure shows a top view of the stop strips installed between the floorboards in a typical dry van trailer.

FIG. 18:

On a typical dry van trailer or a platform, this figure shows from the top, the device recessed into the floor or platform.

FIG. 19:

This figure shows from the top, the same stops recessed into the flooring material as FIG. 18 shows. In this figure, the cross members are transverse mounted as most typical dry van trailers are constructed.

FIG. 20:

On some dry van trailers or platforms, the cross members may be installed longitudinally from the front to the rear of the trailer. This figure shows a top view of these cross members.

FIG. 21:

To give an idea of the benefits of this invention, this figure shows a pallet or piece of cargo from a top view, placed directly on the floor. The stops will prevent the pallet or cargo from moving beyond the stops.

FIG. 22:

This figure shows from a top view of the trailer floor, the direction of travel that a pallet or piece of cargo can take when in transit.

FIG. 23:

As an example to the construction of a typical dry van trailer, this figure shows from the side how the van trailer is constructed. The longitudinal supports connect the top and bottom horizontal supports.

FIG. 24:

FIG. 24 is a schematic perspective view from the side of another version of the invention, shown in its active position. In this ballast stop strip version, the plunger is encompassed by a spring inside the stop strip. The plunger is activated and deactivated by an air bag under the plunger, with the spring around the plunger to fully deactivate the stop when air is released from the air bag.

FIG. 25:

FIG. 25 is a schematic perspective view from the side of the ballast stop strip version shown in the deactivated position.

DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 notes the outside collar 5, the inside plunger 10, and the screw holes 15 located in the collar to secure the stop to some structural support. This figure also notes the slot 20 in the top of the plunger 10 that is used to rotate the plunger 10 clockwise or counter clockwise to lock the plunger 10 into an active or inactive position.

As an alternative to this drawing, the device can be made without the screw holes 15 in the collar 5. This device may be inserted directly into the hole in the floor surface if desired.

FIG. 2 shows a side view of the invention. This view shows the plunger 10 in its fully extended position with a spring 25 recessed into the bottom of the center plunger 10.

FIG. 3 shows the invention mounted in the flooring 30 of a typical flatbed or dry van trailer. The cross section shows the invention mounted on top of one of the cross members 35. The device is shown in its fully extended or active position.

FIG. 4 shows the invention as it appears in FIG. 3, but shows the invention in the recessed position.

FIG. 5 shows some possible dimensions for the invention. These dimensions are preliminary and can be reduced or enlarged depending on the application in which the invention will be used. Several factors come into play when the size of the invention is determined. The material used to produce the invention can be steel or any composite. The size of the invention will depend highly on the strength of the material used or the application in which it is used.

FIG. 6 demonstrates how this plunger 10 can be locked into a recessed position, this figure shows the collar 5 from the bottom side. In this figure, it shows two keyed slots 40, 45 on the inside of the collar 5. These slots 40, 45 are for the key 50 that is on the side of the plunger 10 to fit into. When the plunger 10 is pushed downward and turned, the key 50 in the side of the plunger 10 will fit into the secondary keyed slot 45. This will lock the plunger 10 into the recessed position. When the plunger 10 is rotated in the opposite direction, the key 50 on the side of the plunger 10 will move into the primary keyed slot 40 in the side of the collar 5 and will lock in the active position.

FIG. 7 shows the invention from the side and shows the keyed slots 40, 45 in the side of the collar 5 in relation to the key 50 in the side of the plunger 10. This figure shows the device in the active position. It also shows additional space machined into the side of the collar 5 to allow a fuller rotation to further prevent the plunger 10 from rotating out of the locked position.

FIG. 8 gives a more detailed view of the key 50 on the side of the plunger 10, this figure shows the key 50 as it appears on the side of the plunger 10. The size of the plunger 10, and the size of the key 50 on the side of the plunger 10 depends on the material used to construct the device.

FIG. 9 is an alternative to the keyed slot version of the invention, this figure shows the device without the keyed slots 40, 45 in the side of the collar 5 and the key 50 on the side of the plunger 10. This version can be used when an active version of the device is all that is desired. Also of note in this figure is the tapered bottom of the plunger 11. This tapered effect on the bottom of the plunger 11 will stop the plunger 11 at a pre-determined height. This version does not have the ability to lock into position.

FIG. 10 shows a new version of the device. Up until this point, the assumption has been made that the device or invention will be recessed directly into the flooring material such as FIG. 3 and FIG. 4 show. In this figure, another version of the device is shown in which the device is mounted in a strip 100 of solid material (steel or composite) that will produce the same advantages as being recessed into the flooring material. The device is mounted in the strip 100 itself. On a typical dry van trailer, or other floor, the floorboards are continuous from the front to the rear, or are longitudinal from the front to the rear. If for example floorboards are used, they are typically laid side by side next to each over the cross-members of the floor. They are then secured to the trailer or frame of the trailer in a way engineered for that particular trailer or flooring platform. The stop strips 100 are set longitudinally or parallel to the floorboards and secured into place.

This version allows for ease of replacement of the stop strips or removal of the device if they are no longer needed in the application.

FIG. 11 shows the device from a top view. It shows how that device is recessed into the stop strip 100. The strip 100 is then secured to the cross members 35 under the floor 30 or to the flooring material itself. The stop strip 100 can be of any length depending on the application.

FIG. 12 shows another possible version of the stop strip 100 version is shown in FIG. 11. In this figure, the collar portion 5 of the device is replaced by the stop strip 100 itself. To do this, the stop strip is machined, casted, or manufactured with the keyed slots 40, 45 in the wall of the hole manufactured into the stop strip 200. Depending on the application of the device, the user may opt for the plunger 10/collar 5 version shown in FIG. 10 secured in the stop strip, so as to change one plunger 10 /collar 5 device at a time. In another application, the user may want to opt for the plunger 10 /stop strip 200 version and change the stop strip when desired.

FIG. 13 is of the stop strip 200 with the hole in it. It is hard to show the keyed slots in this figure. The next figure shows a more detailed view of the hole in the stop strip.

FIG. 14 shows the detail of the hole in the stop strip 200. This bottom view notes the keyed slots 40, 45 machined into the side of the hole in the stop strip 200. In this application, the plunger is inserted from the bottom of the stop strip 200. The stop strip 200 with the plunger 10 inserted, is then installed into the specific application.

FIG. 15 is the side view of the stop strip 200 is shown in this figure. This figure shows the machined slots 40, 45 in the side of the hole in the stop strip 200. Note in this figure that the plunger 10 is not inserted into the hole.

FIG. 16 shows another possible version of the invention in its active position. In this version, the spring 25 is replaced with the sliding stop strip 250. As this sliding stop strip is moved forward or backward, the tabs on the stop strip 250 activate and deactivate the plunger 12 into active and passive positions. This sliding stop strip is made of very lightweight metal or composite material and is durable enough to last the normal life of the transport vessel. The sides and bottom 150 of this version of the stop strip are made of a very lightweight metal or composite material. The top of the stop strip is made of a heavy metal or composite to withstand the pressure of freight against the plunger 12. FIG. 16a shows the sliding stop strip version from the top and end views.

FIG. 16b shows the stop strip version in the passive or inactive position. This position is used when the platform is being loaded or unloaded to prevent damage to unloading equipment.

FIG. 17 shows the stop strips 100, 200, or 150 installed between the floorboards in a typical dry van trailer. This figure shows the stop strips 100 or 200 installed between two floorboards. However, the stop strips 100 or 200 can be installed between all of the floorboards to produce a better effect.

FIG. 18 is of a typical dry van trailer or platform. On a typical dry van trailer or a platform, this figure shows the collar 5/plunger 10 version recessed into the floor or platform. The location of the stops in the trailer is determined by the application needed and can be placed anywhere on the floor.

FIG. 19 shows the same collar 5/plunger 10 version recessed into the flooring material as FIG. 18 shows. However, this figure shows the cross members 35 under the floorboards 30 of a typical dry van trailer. In this figure, the stops are mounted in the floorboards 30 and on top of the cross members 35. The stops are mounted on top of a cross members 35 so as to allow the spring 25 on the bottom of the plunger 10 to come in contact with a surface. This surface allows the spring 25 to active the plunger 10.

FIG. 20 shows that on some dry van trailers or platforms, the cross members 35 may be installed longitudinally from the front to the rear of the trailer. In this figure, it shows the cross members 35 installed in this way. Here again, the collar 5/plunger 10 version or stop strip 100, 200, or 150 can be recessed into the flooring material 30 and on top of the cross members 35.

FIG. 21 is drawn to give an idea of the benefits of this invention. This figure shows a pallet 300 or piece of cargo placed directly on the floor. If a shifting event occurs, the bottom edge of the pallet 300 or piece of cargo will come in contact with the stops in the floor and prevent the movement of the object.

FIG. 22 shows the direction of travel that a pallet 300 or piece of cargo can take when in transit. As noted, the direction of travel can be in any direction.

FIG. 23 shows an example of the construction of a typical dry van trailer. This figure shows how the van trailer is constructed. The cross members 35 under the flooring material 30 are secured to “posts” 310 on the bottom rail 320, which are secured to a “top rail” 330 at the top of the trailer. This suspended effect is how a typical dry van trailer is constructed. Other platforms may have an actual frame under the cross members 35 that is used to support the floor of the dry van trailer or platform.

FIG. 24 shows the ballast stop strip version in its active position. In this version, the air ballast bag 300, inside the stop strip 150, will inflate when air is put into the ballast. The air ballast bag 300 will push the plunger 325 upward into the active position. The plunger 325 will move upward to a point where the spring 350 around the plunger 325, compresses fully and prevents the plunger from additional upward movement.

FIG. 25 shows the ballast stop strip version in its inactive position. When the air is released from the air ballast bag 300, the plunger will recess back into the stop strip 150. To ensure that the plunger 300 is fully recessed back into the stop strip 150, the spring 350 around the plunger 325 will push the plunger 325 down fully into the inactive position. The spring 350 will also ensure that the top of the plunger 325 will stay flush with the top of the stop strip 150.

Claims

1. A cargo shift stop assembly comprising:

a stop having an outside collar;

a plunger located inside said collar; and resilient meap, fastening means located in said collar to secure the stop to a structural support.

2. A cargo shift stop assembly according to claim 6 wherein said fastening means comprise screw holes.

3. A cargo shift stop assembly according to claim 6 wherein slots in the top of the plunger are used to rotate said plunger.

4. A cargo shift stop assembly according to claim 6 wherein said device is made without screw holes in said collar.

5. A cargo shift stop assembly according to claim 6 wherein said device is adapted to be inserted directly into a hole in the floor surface.

6. A cargo shift stop assembly according to claim 1 wherein at least one spring is recessed into the bottom of said plunger.

7. A cargo shift stop assembly according to claim 6 wherein said spring is mounted in the flooring of a typical flatbed or dry van trailer

8. A cargo shift stop assembly according to claim 7 wherein said spring is mounted on top of one of the cross members in siad flatbed or dry van trailer.

9. A cargo shift stop assembly according to claim 8 wherein at least one key slot is provided in said collar.

10. A cargo shift stop assembly according to claim 9 wherein a pair of key slots are provided in said collar for a pair of cooperating keys.

11. A cargo shift stop assembly according to claim 1 wherein a tapered bottom is provided in said plunger.

12. A cargo shift stop assembly according to claim 11 wherein said tapered bottom in operation stops said plunger at a pre-determined height.

13. A cargo shift stop assembly comprising:

a plurality of cargo shift stops mounted in a strip of solid material adapted to be recessed into a preexisting floor.

14. A cargo shift stop assembly according to claim 11 wherein said strip is made of a material selected from steel, aliminum alloy, and composite material and combinations thereof.

15. A cargo shift stop assembly according to claim 14 wherein said strips are mounted in a transportation vehicle.

16. A cargo shift stop assembly according to claim 15 wherein said strips are mounted continuous from the front to the rear,

17. A cargo shift stop assembly according to claim 15 wherein said strips are mounted continuous longitudinally from the front to the rear,

18. A cargo shift stop assembly according to claim 15 wherein said strips are mounted continuous transversely from the front to the rear.

19. A cargo shift stop assembly according to claim 15 wherein said strips are laid side by side next to each over cross-members of the floor.

20. A cargo shift stop assembly according to claim 15 wherein said strips are laid in a way engineered for that particular trailer or flooring platform.

21. A cargo shift stop assembly according to claim 20 wherein said strips are laid longitudinally or parallel to the floorboards and secured into place.

22. A cargo shift stop assembly according to claim 21 wherein said strips recessed into said stop strip.

23. A cargo shift stop assembly according to claim 22 wherein said strips are formed with keyed slots in the wall of the hole the stop strip.

24. A cargo shift assembly comprising:

a sliding stop strip having tabs on said sliding strip; whereby as said sliding stop strip is moved forward or backward, said tabs on said stop strip activate and deactivate a plunger into active and passive positions.

25. A cargo shift stop assembly according to claim 24 wherein said sliding stop strip is made of a material selected from lightweight metal and composite material. and is

26. A cargo shift stop assembly according to claim 25 wherein said sliding stop strip material is durable enough to last the normal life of the transport vessel.