Abstract:
A cargo lashing fitting for affixing to the deck of a transportation vehicle. The fitting includes a housing which is formed from material having welding compatibility with the deck of the transportation vehicle, and is sized to fit within an opening in the deck of such vehicle. The fitting further includes a securing plate removably positioned within the housing and configured to transmit load forces to the housing in a closed loop without such load forces being transmitted into the hardware removably retaining the securing plate within the housing.

Description:
This application claims the benefit of U.S. Provisional Application Ser. No. 61/408,816 filed Nov. 1, 2010, the disclosures of which is hereby incorporated by reference in their entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates to transportation of cargo and, more particularly, to cargo lashing fittings affixed to the deck of a transportation vehicle. 
     In the maritime industry, the transportation of cargo requires securing systems and devices that can support and transfer the very high loads experienced as a result of the ship&#39;s dynamics and environmental conditions. Ultimate design loads can reach 70,000 pounds for general cargo securing, and can reach 110,200 pounds for container securing. These high loads often dictate that the cargo lashing fitting affixed to the vessel be made of properly designed and treated steel. 
     As ships are being designed to be lighter, faster and more economical, aluminum structure is becoming more common, including for large commercial and military vessels. This usage of aluminum makes it difficult to design and install a cargo lashing fitting that will handle and properly transfer loads to the ship&#39;s structure. First, the housing of the fitting must be compatible with the aluminum deck of the ship, which generally means that the housing must also be aluminum. Second, aluminum is not an ideal material for the securing plate which interfaces with the lashing gear. 
     More particularly, lashing gear typically includes steel hooks that can gall an aluminum securing plate. In fact, even steel securing plates are subject to galling over time. One known prior art cargo lashing fitting is referred to as a tri-metallic fitting, and is manufactured using an explosion bonding technique which transitions from a steel securing plate to an aluminum housing through a titanium ring. Thus, the fitting provides a steel securing plate for interfacing with the lashing gear, as well as an aluminum housing for welding compatibility with the deck of the ship. However, as will be recognized by those skilled in the art, explosion bonding is a complicated and expensive process. 
     In addition, the prior art fittings are typically installed as an integrated unit. This means that if a securing plate is damaged and/or requires maintenance, the entire fitting must be “flame cut” out of the deck of the ship. This is, of course, a time consuming and intricate procedure, which can result in shipping delays and/or increased costs. Finally, there may be applications where the preferred securing plate may vary depending on the nature of the mission. In the past, once a fitting was installed in the deck, it generally remained there until removed by flame cutting. 
     There is therefore a need in the art for a cargo lashing fitting which provides a simple, cost efficient manner of integrating a securing plate within an aluminum housing. There is a further need in the art for a cargo lashing fitting which allows for removal/replacement of the securing plate without flame cutting of the fitting from the deck. 
     SUMMARY OF THE INVENTION 
     The present invention provides a cloverleaf securing plate, made of steel, aluminum, or other compatible matter, that transitions to an aluminum housing assembly. The aluminum housing assembly can be installed to the aluminum structure of a ship. The securing plate is removably secured within the housing in a non-welded manner, and transfers the loads from the lashing gear through the securing plate to the ship&#39;s structure in a closed loop fashion. This unique load transfer technique reduces the concentrated structural stress in the fitting and deck, thus eliminating/reducing the need for substantially, thicker and/or larger components. It also allows the securing plate to be readily removed/replaced when desired. 
     In one preferred embodiment, the present invention provides a cargo lashing fitting for affixing to a deck of a transportation vehicle. The deck includes at least one opening therein. The fitting cooperates with an engagement end of a lashing gear assembly. The fitting includes a housing sized to fit within the opening in the deck. The housing is formed from a material having welding compatibility with the deck. The fitting further includes a securing plate removably positioned within the housing and configured to releasably engage the end of the lashing gear assembly. The securing plate defines a first engagement surface extending around the periphery thereof. The first engagement surface formed an angle A with respect to a first plane extending parallel to the deck. The first engagement surface is located to transmit load forces from the lashing gear assembly to the housing in a closed loop. 
     As a result, the present invention provides a cargo lashing fitting which transfers the load in a closed loop manner versus the traditional linear load transfers typical in prior art fittings. Moreover, the cargo lashing fitting of the present invention is installed in a new and novel manner, and allows removal of the fitting without flame cutting, which can adversely affect the surrounding ship deck structure. The present design also eliminates the need to create/have access to the underside of the fitting, which is often difficult and/or impossible. Finally, the cargo lashing fitting of the present invention provides a reduced weight fitting. For example, one known traditional steel cargo lashing fitting weighs approximately 40 pounds, while the same sized fitting formed in accordance with the present invention weighs approximately 33.5 pounds. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is an exploded perspective view of a first embodiment of the cargo lashing fitting of the present invention; 
         FIG. 2  is a top plan view showing the cargo lashing fitting of  FIG. 1  installed within the deck of a vessel; 
         FIG. 3  is a sectional view taken along lines  3 - 3  of  FIG. 2 ; 
         FIG. 4  is an enlarged detail taken from  FIG. 3   
         FIG. 5  is a plan view of the housing component of the cargo lashing fitting of  FIG. 1 ; 
         FIG. 5A  is a sectional view taken along lines  5 A- 5 A of  FIG. 5 ; 
         FIG. 5B  is an enlarged detail taken from  FIG. 5A ; 
         FIG. 6  is a plan view of one of the insert assemblies of the cargo lashing fitting of  FIG. 1 ; 
         FIG. 6A  is a sectional view taken along lines  6 A- 6 A of  FIG. 6 ; 
         FIG. 6B  is a plan view showing four insert assemblies arranged in an installation pattern; 
         FIG. 7  is a bottom view of the securing plate of the cargo lashing fitting of  FIG. 1 ; 
         FIG. 7A  is a sectional view taken along lines  7 A- 7 A of  FIG. 7 ; 
         FIG. 7B  is a sectional view taken along lines  7 B- 7 B of  FIG. 7 ; 
         FIG. 7C  is an enlarged detail taken from  FIG. 7 ; 
         FIG. 7D  is an enlarged detail taken from  FIG. 7B ; 
         FIG. 8  is a plan view showing four clamping sections arranged in an installation pattern; 
         FIG. 8A  is a sectional view taken through one of the clamping sections; 
         FIG. 9  is a sectional view similar to  FIG. 4  illustrating the transfer of force through the cargo lashing fitting; 
         FIG. 10  is an exploded perspective view of a second embodiment of the cargo lashing fitting of the present invention; 
         FIG. 11  is a top plan view showing the cargo lashing fitting of  FIG. 10  installed within the deck of a vessel; 
         FIG. 12  is a sectional view taking along lines  12 - 12  of  FIG. 11 ; 
         FIG. 13  is an enlarged detail taken from  FIG. 12 ; 
         FIG. 14  is a plan view of a securing plate of the cargo lashing fitting of  FIG. 10 ; 
         FIG. 14A  is a sectional view taken along lines  14 A- 14 A of  FIG. 14 ; 
         FIG. 14B  is an enlarged detail taken from  FIG. 14A ; 
         FIG. 15  is a plan view of the spacer ring of the cargo lashing fitting of  FIG. 10 ; 
         FIG. 15A  is a sectional view taken along lines  15 A- 15 A of  FIG. 15 ; and 
         FIGS. 16 and 16A  are views of the anti-rotation pin of the cargo lashing fitting of  FIG. 10 . 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring to  FIGS. 1 to 4 , the present invention provides a cargo lashing fitting, namely fitting assembly  10 , for installation within the deck  12  of a vessel, e.g., a commercial ship, a military ship, etc. As explained further hereinbelow, fitting assembly  10  is particularly suited for installation within a deck formed of aluminum (e.g., an aluminum alloy) and/or having a honeycomb construction. The deck  12  is preferably provided with a circular opening  14  sized to accommodate fitting assembly  10 . Opening  14  is preferably provided during the manufacture of deck  12  (which is typically formed in discrete sections), and prior to installation of the deck within the vessel. Of course, an opening  14  can be cut into an existing deck of a vessel, if required. 
     As best seen in  FIGS. 5 to 5B , fitting assembly  10  includes a housing  16 , which may be assembled from two separately formed components, namely can  18  and ring  20 . The housing components are preferably formed of aluminum alloy (or other suitable material), which provides compatibility with the material used to form deck  12 . In one preferred embodiment, both housing  16  and deck  12  are formed of aluminum alloy. In addition to reducing the weight of housing  16 , the usage of aluminum allows housing  16  to be welded to deck  12 . In another preferred embodiment, ring  20  includes circumferentially-extending shelf  21  having a plurality of apertures  22  located thereabout. Shelf  21  also includes a plurality of notches  23  located thereabout. 
     Can  18  and ring  20  are inserted into opening  14 , and thereafter welded to deck  12 . It is contemplated herein that housing  16  can be preassembled prior to installation within the deck, or that the individual can  18  and ring  20  components can be installed in place one at a time. Individual installation of the components can provide the installer with a degree of flexibility to address any tolerance issues with the deck and/or to ensure that the socket assembly is properly aligned with the upper surface  24  of deck  14 . In one preferred embodiment, can  18  and ring  20  are formed of 6061-T6 aluminum alloy. 
     The assembly of can  18  and ring  20  is shown in detail apart from deck  14  in  FIGS. 5 to 5B . Can  18  is preferably provided with a ledge  25 , which receives and supports a lower edge  26  of ring  20 . Thus, ring  20  is sized to sit within and be supported by can  18 . In one preferred embodiment, ring  20  is welded to can  18  at location L. As mentioned, this welding can occur prior to or during installation of the housing within the deck of the vessel. It is also contemplated herein that housing  16  can be formed as a single integral component. This may be accomplished through various manufacturing methods, including a forgoing/machinery combination. The formation of housing  16  as a single component may provide cost savings by eliminating manufacturing steps, including the step of welding the individual components. It may also provide a housing having better tolerance. In all other respects, the one-component housing is similar to the two-component housing shown in  FIGS. 5 to 5B . 
     As it will explained further hereinbelow, the remaining components of fitting assembly  10  can be assembled/disassembled without welding and/or disruption to the structure of the vessel. As a result, it is contemplated herein that housing  16  can be installed during the manufacture of the individual deck components. In other words, housing  16  can be welded into the deck structure at the place of manufacture, and prior to installation of the deck onto the vessel. It will be recognized that the ability to reduce welding “in the field” saves time and expense during the ship construction process, and also results in more uniform and controlled installation of the housing within the deck. 
     Fitting assembly  10  further includes a plurality of insert assemblies  28 , preferably four in total. As best seen in  FIGS. 6 to 6B , insert assembly  28  includes an arcuate body portion  30  and a plurality of helicoils  32 . Each of body portions  30  has an angular arc of approximately 90°, and preferably less than 90° such that a total of four body portions  30  define a 360° circle, leaving slight gaps between the individual portions (which facilitate assembly of the pieces). Each of body portions  30  preferably includes a plurality of legs  33  defining a plurality of notches  34  therebetween. Each of body portions  30  further includes a plurality of apertures  35  extending therethrough. In one preferred embodiment, apertures  35  may include a chamfered surface  36 . In another preferred embodiment, a helicoil  32  is inserted within aperture  35  to subsequently receive a threaded device, e.g., a screw. Alternatively, apertures  35  could be tapped to receive a threaded screw. 
     As best shown in  FIG. 4 , each of body portions  30  includes a shoulder  38  sized to be received within groove  40  formed in ring  20 . More particularly, the individual insert assemblies  28  are located within housing  16  and circularly spaced thereabout, such that four of such assemblies surround the interior of housing  16 —preferably leaving a slight gap between each adjoining assembly for ease of installation and tolerance purposes. This gap also creates and defines a notch  34   a  between adjacent body portions  30  (as seen in  FIG. 6B ). The design of four individual insert assemblies allows leg  38  to be inserted into groove  40 . The individual insert assemblies rest upon shelf  21  of ring  20 , and are preferably aligned such that notches  34  and apertures  35  of insert assemblies  28  align with notches  23  and apertures  22  of shelf  21 , respectively. In one preferred embodiment, body portions  30  are formed from 6061-T6 aluminum alloy. 
     As shown in detail in  FIGS. 7 to 7D , fitting assembly  10  further includes a securing plate, e.g., cloverleaf plate  42 . Plate  42  is preferably an integrally formed component, made from a material compatible with the corresponding lashing gear. In one preferred embodiment, plate  42  is formed from steel, aluminum or another suitable material. Although aluminum has not typically been a preferred material for securing plates which are permanently installed within a fitting, the removability/replacement aspect of the securing plates in the present invention allows aluminum to be used as the plate material, if desired. Although the duty cycle of an aluminum plate may be shorter than a steel plate, the ability to quickly change the plate with minimum cost and/or effort makes aluminum a suitable material in many applications. 
     Plate  42  is preferably provided with a cloverleaf opening  43  for receipt of a standardized lashing hook. As shown in  FIG. 7 , the underside of plate  42  is preferably provided with a lip  44  and a plurality of fingers  45 . Lip  44  preferably extends around the circumference of the fitting, and defines an outer diameter D 1 , which is less than inner diameter D 2  defined by legs  33  of body portions  30 . Fingers  45  are sized and located to be received within notches  34  and notches  23 . As a result, surface  46  of rim  47  engages and is supported by the upper surfaces of legs  33 . Finally, plate  42  preferably includes an engagement surface  48  which extends around the circumference of the fitting, and which, as shown, preferably define a 45° angle with respect to plane P 1 . 
     Those skilled in the art will appreciate that a cloverleaf-configured securing plate is a commonly used design. However, one of the inventive features of this invention is the ability to utilize securing plates having different engagement patterns and/or engagement structures. As described herein, because the securing plate is removably insertable within the fitting assembly, and because removal/insertion can be accomplished quickly without any welding requirements, the ability to exchange securing plates for different applications and/or for maintenance purposes is accomplished with the present fitting assembly. 
     Referring now to  FIGS. 8 to 8A , fitting assembly  10  further includes a plurality of clamping sections  50 , preferably 4, which generally follow the angular orientation of insert assemblies  28 . In this regard, each of clamping sections  50  includes a plurality of apertures  52  which are angularly oriented to align with apertures  34  formed in body portions  30 . Each of apertures  52  preferably include a chamfered surface  54  to allow flush mounting of the heads of screws  56 . Each of clamping sections  50  includes an engagement surface  58  which, as shown, preferably defines a 45° angle with respect to plane P 2 . Clamping sections  50  further includes engagement surface  60  which defines an angle greater than 0° with respect to plane P 3 . In one preferred embodiment, the angle defined between engagement surface  60  and plane P 3  is approximately 8°. Ring  20  of housing  16  includes a corresponding engagement surface  62 , wherein engagement surface  62  forms an angle of less than 90° with respect to surface  24 , and preferably forms an angle of approximately 82° with respect to surface  24  (see  FIG. 5B ). In one preferred embodiment, clamping sections  50  are formed from 6061-T6 aluminum alloy. 
     Once plate  42  is positioned within the housing, and rested upon legs  33  of insert assemblies  28 , clamping sections  50  are positioned in place, and thereafter oriented such that apertures  52  align with apertures  35 . Thereafter, a plurality of screws  56  are inserted through apertures  52  until they engage with the helicoils  32  located within body portions  30 . The engagement between shoulder  38  and groove  40  allows screws  56  to “snug down” the clamping sections, without pulling insert assemblies  28  out of housing  16 . 
     Once assembled, cloverleaf plate  42  is available for use for securing cargo. Referring now to  FIG. 9 , the inventive design of the present invention provides a unique load transfer technique which allows the usage of aluminum components, while also allowing for the assembly/disassembly of the fixture. More particularly, when a hook  64  from a lashing gear (not shown) engages plate  42 , the lashing gear provides a pull force F 1  as shown. This in turn imparts a compression load F 2  into the plate. Compression load F 2  is transmitted from engagement surface  48  to engagement surface  58 . The force is thereafter transmitted from engagement surface  60  to engagement surface  62  of the housing, which then transfers the force into the deck structure. Force F 2  is never transferred to screw  56  or to insert assemblies  28 . In fact, the described force would be transmitted in exactly the same way, even if screws  56  were not installed. 
     It is has been discovered herein that forming engagement surfaces  48  and  58  with the angular orientation described hereinabove provides a configuration whereby clamping section  50  extends radially inward above at least a portion of plate  42  thereby capturing and retaining plate  42  within the housing. However, the same configuration also ensures that the load forces imparted on the plate are transmitted to the clamping section. In turn, the angular orientation between engagement surface  60  and engagement surface  62  allows the load forces to be transmitted into the housing without such forces being transferred to screw  56  or insert assemblies  28 , and without plate  42  being pulled out of the housing. 
     A second embodiment of the present invention, namely fitting assembly  10 ′, is shown in  FIGS. 10 to 16A . Fitting assembly  10 ′ is similar in design and function to fitting assembly  10 , except as described hereinbelow. The description of the common components will not be repeated herein. 
     Fitting assembly  10 ′ differs from fitting assembly  10  in that the securing plate, namely plate  42 ′, is formed with a different cross-sectional configuration (see  FIGS. 14 to 14B ). Although plate  42 ′ includes a cloverleaf opening  43 ′ and an engagement surface  48 ′, the overall height of the plate is reduced. In addition, the fingers  45  included on plate  42  have been removed from plate  42 ′. These modifications reduce the complexity of the geometry of the plate, which can facilitate the manufacture of plate  42 ′. 
     Plate  42 ′ includes a plurality of recesses  70  positioned around the circumference thereof. These recesses are sized and located to receive a plurality of anti-rotation pins  80  (see  FIGS. 16 to 16A ). Each of pins  80  includes a plate-engaging end  82  and a shelf-engaging end  84 . In one preferred embodiment, pins  80  are formed from aluminum, e.g., a 7075-T6 aluminum alloy. 
     Fitting assembly  10 ′ further includes a ring-shaped spacer  90  (see  FIGS. 15 to 15A ). As best seen in  FIG. 13 , spacer  90  is supported by legs  33  of insert assemblies  28 . Spacer  90  includes a plurality of apertures  92  positioned about the circumference thereof, and located to align with recesses  70 . In turn, both recesses  70  and apertures  92  are located to align with notches  34  of insert assemblies  28  and notches  23  of ring  20 . In one preferred embodiment, spacing  90  is formed from 6061-T6 aluminum alloy. 
     To assemble the fitting, insert assemblies  28  are positioned in the housing and oriented such that notches  34  are aligned with notches  23 . Spacer  90  is then positioned within the housing such that it is supported upon legs  33 , and such that apertures  92  are aligned with notches  34  and  23 . Pins  80  are then positioned in each of apertures  92 . Plate  42 ′ is thereafter positioned in housing  16  such that is supported by spacer  90 , and such that each plate-engaging end  82  of pins  80  engage one of the recesses  70  formed in the bottom of plate  42 ′. Clamping sections  50  are then installed as described hereinabove. 
     Once assembled, fitting  10 ′ functions in the same manner as fitting  10 . More particularly, forces are transmitted through engagement surface  48 ′ in the same manner as describe hereinabove with respect to engagement surface  48 . In one preferred embodiment, fittings  10  and  10 ′ are interchangeable in that plate  42  can be removed from a fitting and replaced with plate  42 ′, spacer  90  and pins  80 . 
     It will be appreciated that the present invention has been described herein with reference to certain preferred or exemplary embodiments. The preferred or exemplary embodiments described herein may be modified, changed, added to or deviated from without departing from the intent, spirit and scope of the present invention, and it is intended that all such additions, modifications, amendments and/or deviations be included in the scope of the present invention.