Tie-down anchor for freight

A floor tie-down anchor for securing freight during transport is provided. The tie-down anchor is an L-shaped bracket having a pair of legs that form an angle relative to each other, and one of the legs has at least one aperture defined therethrough. A system and method for securing freight to a transport vehicle are also provided. The system includes a first tie-down anchor and a second tie-down anchor attached to the floor of a transport vehicle, and each of the tie-down anchors has at least one aperture defined therethrough. The system further including a retaining strap having a connecting mechanism attached to each end of the strap, and the apertures of the tie-down anchors are adapted to receive the connecting mechanisms of the strap. The method of securing freight to a transport vehicle includes providing a floor. First and second tie-down anchors are attached to the floor, and each of the tie-down anchors has at least two apertures of different shapes defined therethrough. The method also includes positioning a strap across a portion of the freight and securing the opposing ends of the strap to the tie-down anchors, and further includes adjusting the strap to secure the freight to the transport vehicle.

TECHNICAL FIELD

This invention relates to securing freight during transport, and more particularly, to a tie-down system for securing freight to a vehicle.

BACKGROUND OF THE INVENTION

Transportation of goods, either by land, air, or water, generally requires that the goods be secured within the transport vehicle in order to prevent the goods from shifting en route. Large, bulky freight items in particular are often secured during shipment. One manner of securing these items is by using straps that extend over a portion of the freight such that each end of the strap is then secured to the transport vehicle. These straps are made of a durable material having a high tensile strength, such as nylon, so as to prevent breakage of the strap due to the loads applied to the strap by the freight during shipment.

FIG. 2illustrates a typical strap28configuration used to tie down and secure freight26during shipment. The straps are adjustable, and have at least one connector mechanism at each of the distal ends of the strap. Each strap is extended across an item of freight, and each distal end of the strap is secured to the structure of the vehicle. In particular, a tie-down anchor is attached to the structure of a vehicle, and the tie-down anchor is adapted to receive a connector mechanism attached to the distal ends of the strap. Thus, the tie-down anchor attached to the structure of a vehicle has historically been adapted to receive only one type of strap from a particular manufacturer.

The receiving mechanisms, or tie-down anchors, have historically been attached to the floor of the transport vehicle on which the freight is placed during transport. The tie-down anchors can also be attached to the side walls of the vehicle, particularly if the freight being transport is particularly tall or if the freight is stacked and there is a need to secure the upper articles of freight as well as those on the bottom. These tie-down anchors are usually installed on the vehicle after the manufacture of the vehicle is completed, as an after-market add-on by the owner or lessee of the vehicle.

The tie-down anchors are used in the railroad industry and with other types of transport vehicles in a similar manner. The prior art tie-down anchors used in railcars are generally installed using holes cut in the floor of the railcar. The tie-down anchors are spaced at regular intervals along each longitudinal side of the railcar in the holes cut in the floor. The prior art tie-down anchors consist of tubular sections that are inserted through the holes cut in the floor and welded to the underframe structure of the freight car. A top plate is then welded to the tubular section such that the top plate is substantially coplanar with the floor of the railcar. The top plate includes apertures formed therethrough, and the apertures correspond to the connecting mechanism of a particular manufacturer's retaining strap. As noted above, a disadvantage of this system is that the prior art tie-down anchors are custom design for, and can only be used with, the retaining strap for which they are designed. Another disadvantage of these prior art tie-down anchors is the amount of significant welding required to install them securely. Furthermore, because the floor of the railcar is cut in order to receive individual prior art tie-down anchors, and then the top plate of the tie-down anchor is then welded to the floor, it is difficult to maintain a smooth surface on the floor.

BRIEF SUMMARY

The present invention provides for a tie-down anchor, a system of securing freight within a transport vehicle, and a method for securing freight to a transport vehicle.

In one aspect of the present invention, a floor tie-down anchor is provided for securing freight during transport. The tie-down anchor is an L-shaped bracket having a pair of legs that form an angle relative to each other, and one of the legs has at least one aperture formed therethrough.

In another aspect of the present invention, a system is provided for securing freight within a transport vehicle. The system includes a first tie-down anchor and a second tie-down anchor attached to a structural member of a transport vehicle, and each of the tie-down anchors has at least one aperture formed threrethrough. The system further including a retaining strap having a connecting mechanism attached to each end of the strap, and the apertures of the tie-down anchors are adapted to receive the connecting mechanisms of the strap.

In yet another aspect of the present invention, a method is provided for securing freight to a transport vehicle. The method of securing freight to a transport vehicle includes attaching a first and second tie-down anchor to a structural member of the vehicle, and each of the tie-down anchors has at least two apertures of different shapes formed therethrough. The method also includes positioning a strap across a portion of the freight and securing the opposing ends of the strap to the tie-down anchors, and further includes adjusting the strap to secure the freight to the transport vehicle.

Advantages of the present invention will become more apparent to those skilled in the art from the following description of the preferred embodiments of the invention which have been shown and described by way of illustration. As will be realized, the invention is capable of other and different embodiments, and its details are capable of modification in various respects. Accordingly, the drawings and description are to be regarded as illustrative in nature and not as restrictive.

Referring toFIG. 1, one embodiment of the present invention is shown, whereby a tie-down anchor10is disposed along both longitudinal edges of the floor of a railcar12. The following description and corresponding figures describe and illustrate the tie-down anchor of the present invention in association with a railcar, but it should be understood by one skilled in the art that the tie-down anchor can be used in association with any other transport vehicle sufficient to withstand the structural loading transferred by the tie-down anchor to the vehicle. Furthermore, the following description describes and illustrates the tie-down anchor of the present invention being attached to the floor of a transport vehicle, but it should be understood by one skilled in the art that the tie-down anchor can be attached to any structural member of a transport vehicle, including, but not limited to, a side wall, an end wall, the ceiling, or any other structural member (including a frame) of a transport vehicle capable of distributing the restraint forces from a restraining strap through the vehicle.

The railcar12ofFIG. 1has a first side wall14, a second side wall16, a pair of end walls18, a roof20, and a floor22. The first side wall14has a door24to allow freight to be loaded and unloaded from the railcar12. As illustrated inFIG. 1, the tie-down anchor10is disposed along each of the longitudinal edges of the floor22such that the tie-down anchor10is flush with the floor22surface. The tie-down anchors10are preferably located adjacent to the side walls14,16. It should be understood by one skilled in the art that the tie-down anchor can be located at various locations within a vehicle including, but not limited to, adjacent the side walls, adjacent the end walls, along the floor and spaced apart from the side walls and the end walls, or at any location on the side walls or end walls. The tie-down anchor is preferably fixedly attached to a side wall14,16, the floor22, and the underframe structure23configured to support the floor22. An advantage of attaching the tie-down anchor10to the underframe structure23of the railcar12is that the tie-down anchor may provide structural reinforcement to the railcar body.

As freight26is positioned in the railcar12, the freight26is typically secured relative to the railcar12by a system of straps28, as illustrated inFIG. 2. The straps28are adjustable such that the user can tighten the tension in the straps28in order to secure the freight26to the railcar12. The straps28secure the freight26to the railcar12by having opposing ends of each strap28disposed within one of a plurality of apertures30defined through the tie-down anchor10. In an alternative embodiment, one end of a strap28is fixedly attached to a side wall14,16of the railcar12, and the opposing end being attached to a tie-down anchor10to secure the freight26.

FIG. 3illustrates one embodiment of a strap28adapted to secure freight26to a railcar12during transport. The strap28has an elongated web32, wherein each end of the web32forms a loop34. Each loop34is adapted to receive a D-ring36, and each D-ring36is further connected to a pair of links38that provide strength and durability to the strap28. A connecting mechanism is a structural element that is operatively attached to a strap28, and is located at a distal end of the strap28in order to securing the ends of the strap28to the a tie-down anchor10once the strap28has been positioned to secure an item of freight26. One embodiment of a connecting mechanism is illustrated as a B-hook40inFIGS. 4A and 4B, wherein the B-hook40has a stem42and a pair of lobes44extending laterally from the stem42. The B-hook40is attached to the D-ring36via the links38. In an alternative embodiment, the connecting mechanism is shaped as a hook45having an elongated portion being curved at one end, as illustrated inFIG. 4C. It should be understood by one skilled in the art that any other type of connecting mechanism sufficient to be received by a tie-down anchor as well as transfer the restraining loads from the freight to the tie-down anchor can be used. A conventional toggle mechanism46is disposed along the length of the web32. The toggle mechanism46allows a user to adjust the length and tension of the strap28when securing the freight26. The strap28can be made of a flexible, yet durable, material that allows the strap28to be elastically deformable so as to secure the freight to the railcar such that a toggle mechanism is not needed.

FIGS. 5-6show one embodiment of a tie-down anchor10. In the preferred embodiment, the tie-down anchor10is an elongated bracket being L-shaped. The L-shaped tie-down anchor10includes a first leg48and a second leg50forming a substantially right-angle therebetween. One of the legs48,50preferably has a plurality of apertures30, or openings, defined therethrough. The apertures10are defined in the leg48,50of the tie-down anchor10. In an alternative embodiment, the tie-down anchor10includes only a single aperture30defined therethrough. However, it should be understood by one skilled in the art that each tie-down anchor can have any number of apertures defined therethrough.

When a tie-down anchor includes a plurality of apertures30, at least two of the apertures are formed of different shapes, as illustrated inFIG. 5. Because the connecting mechanism attached received by a tie-down anchor and attached to the end of a strap28varies by manufacturers, multiple apertures30having different shapes allows for various types of connecting mechanisms to be received by a tie-down anchor10. The tie-down anchor10illustrated inFIGS. 5-6is configured to receive at least two different types of connecting mechanisms such that the oval-shaped slot30receives one type of connecting mechanism and the circular hole30receives a different type of connecting mechanism.

The size and shape of the apertures30can vary in order to receive different types of connecting mechanisms. In one embodiment, the obround slot30, illustrated inFIG. 5, is configured to receive the stem42and lobes44of the B-hook40, illustrated inFIGS. 4A-4B. To secure the strap28to the tie-down anchor10, one of the lobes44is first inserted through the slot30, a portion of the stem42is then inserted through the slot30until the B-hook40can be rotated such that the second lobe44passes through the slot30. Once both lobes44have passed through the slot30, the B-hook40is pulled in a retracting manner until the lobes44contact the second, or bottom, surface54of the tie-down anchor10, thereby securing the distal end of the strap28to the tie-down anchor10.

In an alternative embodiment, the aperture30of the tie-down anchor comprising a circular hole, illustrated inFIG. 5, is configured to receive the hook45, illustrated inFIG. 4C. To secure the end of the strap28to the tie-down anchor, the tip of the hook45is inserted through the circular hole30as the elongated portion of the hook45is rotated until the tip of the hook45abuts the second, or bottom, surface54of the tie-down anchor.

The apertures30comprising circular holes preferably have a diameter of about one and three-quarter inch (1.75″). The apertures being round or oval-shaped slots preferably have a length of about one and three-quarter inch (1.75″). The size of the aperture30is preferably large enough to allow a corresponding connector mechanism to be inserted therethrough yet small enough to prevent the connector mechanism to be disengaged from the aperture30due to shifting of the freight26during transport.

The apertures30can be formed in any shape sufficient to receive the stem42and lobes44of a B-hook40, or adapted receive any other form of an attaching mechanism connected to a strap28so as to securely attach an end of a strap28to a tie-down anchor10.FIG. 5illustrates a first embodiment of an aperture30comprising an obround or oval-shaped slot and a second embodiment of an aperture30comprising a circular hole. It should be understood by one skilled in the art that although the apertures30are illustrated as oval slots and circular holes, the apertures can be of any shape adapted to receive at least one type of connecting mechanism. The apertures30defined in a tie-down anchor10form a pattern in which the shape, quantity, distance between adjacent apertures30, and size of each aperture30are exemplary variables that define the pattern. Preferably, each tie-down anchor10has the same pattern of apertures30such that the apertures30are adapted to receive a variety of different connecting mechanisms so as to maximize the number of connecting mechanisms that can be used in conjunction with each tie-down anchor.

The first leg48of the tie-down anchor10has a first surface52and a second surface54, wherein the first surface52is directed upward toward the area of the railcar in which the freight is located and the second surface54is directed downward in the opposite direction, as illustrated inFIGS. 6-7B. The second lea50provides a third surface56and a fourth surface58of the tie-down anchor10, wherein the third surface56is directed toward the longitudinal axis of the railcar12and the fourth surface58is directed outward toward a side wall14,18adjacent to the tie-down anchor10. The legs48,50of the tie-down anchor10can be of any transverse thickness so as to provide one leg having sufficient transverse thickness through which apertures30can be defined and another leg having sufficient transverse thickness such that the leg can provide an attachment surface to secure the tie-down anchor10to structure of the railcar12.

The first surface52of the first leg48opposite the proximal edge60preferably defines a first chamfered edge53, as illustrated inFIGS. 5-6. The third surface56of the second leg50opposite the proximal edge60likewise preferably forms a second chamfered edge55. The transverse edges62on the first surface52are also chamfered, as illustrated inFIG. 5. The transverse edges (not shown) of the third surface56are preferably chamfered in a manner similar to the transverse edges62of the first surface52. The chamfered, transverse edges62on both the first surface52and third surface56provide a surface to which a weld can be made between a pair of tie-down anchors10, thereby creating a section or track of tie-down anchors10joined together in series, as illustrated inFIG. 8. In an alternative embodiment, the tie-down anchor10has no chamfered surfaces. It should be understood by one skilled in the art that the chamfered edges provide a surface to which a weld is applied so that the tie-down anchor can be welded to an adjacent member, but any other type of connection sufficient to secure the tie-down anchor to the floor or a support structure of a vehicle can be used including, but not limited to, rivets.

The elongated L-shaped tie-down anchor10is preferably disposed along the longitudinal edges of the floor22of a railcar12such that the first surface52of the first leg48is generally coplanar with the floor22and the second leg50is directed downward, as illustrated inFIG. 7A. Preferably, the proximal edge60of the tie-down anchor is adjacent to the floor22, the first chamfered edge53is adjacent to a side wall14,16, and the second chamfered edge55is adjacent to both the underframe structure23and the floor22. A spacer61is disposed between the second leg50and the floor22. One embodiment of the underframe structure23, as shown inFIG. 7A, is a triangular-shaped angle-bracket having one edge attached to a side wall14,16, and an adjacent edge extending toward the longitudinal centerline of the railcar12to provide structural support to the floor22. In an alternative embodiment, illustrated inFIG. 7B, the first chamfered edge53is adjacent to, and connected to the floor22of the railcar12and the second leg50is directed downward and connected to a side wall14,16. It should be understood by one skilled in the art that the tie-down anchor can be located along the transverse edges of the floor22, immediately adjacent to the end walls18such that the longitudinal axis of the tie-down anchor10is oriented in a transverse manner relative to the longitudinal axis of the railcar12. It should also be understood by one skilled in the art that the tie-down anchor can be disposed on the floor22at an angle relative to the longitudinal or transverse direction of the railcar12.

The overall length of a single tie-down anchor is preferably between about one (1) and ten (10) feet in the longitudinal direction, and more preferably, five (5) feet in length. However, it should be understood by one skilled in the art that the length of a single tie-down anchor can be of sufficient length to span the entire length of the vehicle or of sufficient length to encompass a single aperture, or any length therebetween. In the preferred embodiment, as illustrated inFIG. 8, a plurality of tie-down anchors10are attached together in series, wherein the transverse edges62of the first and third surfaces52,56of one tie-down anchor10are connected to the corresponding transverse edges62of the first and third surfaces52,56of the adjacent tie-down anchor such that the connected tie-down anchors form a single elongated track of tie-down anchors.

In the preferred embodiment, a track of tie-down anchors10is disposed along the entire length of the floor as well as being located immediately adjacent to the edges of the floor22, as illustrated inFIG. 2. An advantage to having a tie-down anchor10having a plurality of different types of apertures30defined therethrough as well as the tie-down anchor10being installed in the floor22in a continuous manner along the entire length of the edges of the floor22is that the straps28can be extended across the width of the vehicle at any angle, and particularly an angle to secure the freight in the most advantageous manner. In an alternative embodiment, the tie-down anchors10can be spaced apart along the length of the railcar12, thereby not providing a continuous track of tie-down anchors10along the entire edge of the floor22.

The tie-down anchor10is preferably applied to a railcar during the manufacture or assembly of the railcar as opposed to an after-market add-on. However, it should be understood by one skilled in the art that the tie-down anchor10is configured so that it can be added to the railcar either during the manufacture or assembly of the railcar or after production of the railcar is completed. The tie-down anchor10can be added to an assembly process, such as when the floor22is attached to the underframe structure23. One advantage of attaching the tie-down anchor10during the railcar assembly process is that machines can be programmed to provide a consistent, even weld along the entire length of the tie-down anchor, thereby requiring less post-production finishing to grind the weld so as to maintain a smooth and uniform surface between the floor and the tie-down anchor.

One method of installing a tie-down anchor10during the assembly of a railcar12includes attaching a plurality of underframe structures23along the length of both opposing side walls14,16in a spaced-apart manner. One tie-down anchor10is located atop the underframe structures along the length of the first side wall14such that the distal end of the second leg50abuts the underframe structures23and the first leg48abuts the first side wall14. The first chamfered edge53is welded to the first side wall14and the second chamfered edge55is welded to the underframe structures23. A tie-down anchor10is attached to the second side wall16and corresponding underframe structures23in the same manner. The floor22is then located between the tie-down anchors10. There is generally a small gap between the floor and the tie-down anchors, and the gap is filled by a filler plate. The floor22is then welded to the underframe structure23to generate a continuous floor for the railcar12.

The tie-down anchor10is preferably formed by rolling hot steel through angled dyes, wherein the apertures30are punched through the first leg48after the hot rolling process. In an alternative embodiment, the tie-down anchor10is formed from casting aluminum, steel, or other castable metal. In a further alternative embodiment, the tie-down anchor10is formed from a flat bar of steel that is stamped to form an angle, after which the apertures30are punched therethrough. In yet another alternative embodiment, the tie-down anchor10is formed by joining two pieces of flat steel along a common longitudinal edge to form an angle therebetween wherein one of the pieces of steel have apertures30defined therethrough. It should be understood by one skilled in the art that the tie-down anchors can be formed of any material or by any process to provide a tie-down anchor having sufficient strength and durability to withstand the loads generated by the retaining straps.

A tie-down anchor10can be attached to a railcar12after the railcar has been fully assembled. Because the floor22of a railcar12typically extends to, and abuts, the side walls14,16, a hole is cut in the floor22of the railcar. The size of the hole to be cut in the floor is generally the same size as the first leg48of the tie-down anchor10in order to provide a minimal gap between the tie-down anchor and the floor. The tie-down anchor10is inserted into the hole cut in the floor22of the railcar in a manner in which the first surface52of the first leg48is substantially coplanar with the top surface of the floor22. The tie-down anchor10is then welded along the longitudinal length of the tie-down anchor such that any gap between the first chamfered edge53and the side wall14,16is closed, and similar welds are added between the second chamfered edge55, the floor22, and the underframe structure23. Once the tie-down anchor10has been attached to the railcar, a grinding tool is used to smooth the welds between the side wall14,16and the tie-down anchor10so as to generate a continuous surface.