Abstract:
A movable container lock slides into and out of position laterally and is held in a secure position by the combination of longitudinal and lateral stop blocks coacting with a gravity lock and is further tethered to be moved from one selected position of a vehicle to another so that the need for multiple locks can be minimized and flexibility in selection of containers sizes for lading can be maximized.

Description:
CLAIM OF PRIORITY 
     Priority is claimed based on U.S. Provisional Patent Application Serial No. 60/168,922, Filed Dec. 3, 1999, entitled “Movable Container Lock For Shipping Containers.” 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     A movable shipping container lock is mountable and demountable on a deck or frame of a vehicle so that the lock can be adapted to different load conditions including a different mix of containers of different length and the like while having unused locks not interfere with the flush mounting of long containers. 
     2. Description of Related Art 
     Numerous arrangements for container locks are known including our U.S. Pat. No. 5,570,981, sharing a common assignee with this application. The disclosure in U.S. Pat. No. 5,570,981 is incorporated by reference as if fully set forth herein. Locks are typically mounted by various means including recently by welding using flanges that permit adaptation of a lock to pedestals of specific size. 
     European Patent No. EP 0292369 entitled “Locking device for containers on a vehicle loading platform, and platform provided therewith.” is for a locking device for containers on a vehicle loading platform such as that of a railway wagon or a road vehicle and is characterized in that the opposing faces of bearing planes for the securing members and of these securing members are given complementary shapes which, without opposing any lifting of the securing member, lock it in terms of translational movement in the bearing plane at least in a direction parallel to the longitudinal axis of the platform. In particular, this patent shows a projection or finger, that fits vertically into a complementary opening or aperture, the walls of the opening or aperture preventing longitudinal movement, while the entire lock can be lifted, disengaging the projection from the aperture, and the lock can then be slid along a rod, to which it is slidably affixed through an arm, to a location wherein the lock can be stowed. thereby freeing the deck of the vehicle from the projection of the lock. 
     BRIEF DESCRIPTION OF THE PREFERRED EMBODIMENT 
     A container lock for securing shipping containers to a vehicle deck comprising has a lock housing containing a latch mechanism that extends outwardly from the housing to engage a shipping container corner casting. The housing has a combination of projecting wings and lip projecting therefrom in a generally symmetric “T” shaped plan form. 
     In alternative embodiments, other plan forms may be used, such as combining an “A” shape with a rod or bar under the vehicle deck, sliding into a mounted position and retracting into a hanging demounted position, combining a modified, generally asymmetric, “T” shape with wings and an asymmetric projecting lip, sliding with a pivoting rod, sliding into and out of a mounted position and then pivoting and inverting or “flipping over” to a stowed position. 
     Locating stops for the symmetric “T” shaped lock are mountable to the deck of the vehicle. Projecting tabs extend from the locating stops. The wings and lips slide under and engage the projecting tabs of the locating stops. Similarly. the asymmetric “T” shaped lock uses locating stops having projecting tabs to receive the wings and lip. The “A” shaped lock uses flanges that engage the plate from which the vehicle deck is formed. 
     Blocks mountable to the deck position the lock appropriately for longitudinal and lateral positioning for container service and provide container securement by transferring lateral and longitudinal forces between the container and car or wagon. The preferred longitudinally sliding anchor arrangement allows the lock to be moved along the deck to different container securement positions. The alternative embodiments provide for fixed longitudinal positions or stations. 
     In the longitudinally movable (symmetric “T”) embodiment, a tether interconnects the anchor and the lock to keep the lock secure to the car. The tether is formed in a length that allows the lock enough movement to disengage the stop block projecting tabs but not so much movement that the lock can hang over the side of the vehicle. 
     In the longitudinally movable (symmetric “T”) embodiment, the best mode of the invention is practiced using a pivoting gravity lock which prevents the lock from being moved from its position without human intervention. This uses a pivoting pendulous member having a first tab projecting upwardly in a position of rest and a second projecting tab projecting sidewardly in a position of rest, such that said member is pivotable against gravity to move said first tab to a sidewards position and said second tab to an upwards position. The gravity lock&#39;s pendulous member is pivotally mounted on a plate, said plate being opaque and selectively concealing and revealing one of said first tabs and second tabs, so that said first tab indicates a lock operable state and said second tab indicates a lock movable state. 
     The asymmetric “T” embodiment contemplates a pin to fix the lock in place. The “A” shaped embodiment uses the combination of the mechanical elements of slots and the bar or rod to fix the lock in place. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a side elevational view of the movable container lock for shipping containers. 
     FIG. 2 is a front elevational view of the movable container lock for shipping containers. 
     FIG. 3 is a top plan view of the movable container lock for shipping containers 
     FIG. 4 is a rear front elevational view of the movable container lock for shipping containers. 
     FIG. 5 is a side elevational view of the movable container lock for shipping containers in its disengaged state. 
     FIG. 6 is a top plan view of the movable container lock for shipping containers in its disengaged state. 
     FIG. 7 is a side elevational view of the gravity lock for the container lock. 
     FIG. 8 is a side elevational view of the asymmetric “T” lock deployed on a railcar. 
     FIG. 9 is a side elevational view of the asymmetric “T” lock being a slid out of an engagement with the stops. 
     FIG. 10 is a side elevational view of the asymmetric “T” lock pivoted into the stowed position. 
     FIG. 11 is a front elevational view of the asymmetric “T” lock. 
     FIG. 12 is a top plan view of the asymmetric “T” lock. 
     FIG. 13 is a top plan view of the deck of a vehicle showing the stops and opening into which the asymmetric “T” lock pivots. 
     FIG. 14 is a side elevational view of the rod type “A” lock in a place on a rail car. 
     FIG. 15 is a top plan view of the rod type “A” lock in place on a railcar. 
     FIG. 16 is side elevational view of the ride type “A” Lock stowed on a rail car. 
     FIG. 17 is a side elevational view of the bar type “A” lock in place on a railcar. 
     FIG. 18 is a top plan view of the bar type “A” lock in place on a rail car. 
     FIG. 19 is a side elevational view of the round type “A” lock being slid from its operational position. 
     FIG. 20 is a side elevational view of the ride type “A” lock after the view in FIG. 19, being raised and moved to a stowing position. 
     FIG. 21 is a side elevational view of the rod type “A” lock being lured into its stowed position such as FIG.  16 . 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Container lock  10  is used for securing standard shipping containers (not shown) by latching their comer castings. Lock  10  is movably and stowably mounted to a vehicle deck or frame  12 . This may be, for example, a standard flat car, a European style railroad wagon or the like. Lock housing  14  contains a latch mechanism  16 . It will be seen that the latch mechanism  16  extends outwardly from the housing  14  to engage the shipping container corner casting. The housing  14  has a base  18  which has a combination of projecting wings  20  and lip  22  projecting therefrom in a generally “T” shape plan form. 
     Longitudinal locating stops  24 , 26  are mountable on the left hand side and right hand side of each selected position of lock  10  to the deck of the vehicle. Projecting tabs  28 ,  30  extend from the longitudinal locating stops. The wings  20  slide under and engage the projecting tabs  28 ,  30  of the longitudinal locating stops  24 ,  26 . 
     Lateral stops  32 ,  34  are located inboard on the car frame  12 . These also have projecting tabs  36 ,  38 , respectively that receive lip  22 . 
     The blocks  24 ,  26  and  32 ,  34  act together to position the lock appropriately for longitudinal and lateral positioning for container service and providing container securement by transferring lateral and longitudinal forces between the container and car or wagon. It will be noted that wings  20  are further supported by gussets  40  which helps transfer these loads. This sliding anchor arrangement that allows the lock to be moved along the deck to different container securement positions. 
     A tether  50  interconnects an anchor  52  and an attachment  54  on lock  10  to keep the lock secure to the car, wagon or other vehicle. The tether  50  is formed in a length that allows the lock  50  enough movement to disengage the wings  20  and lip  22  from the block projecting tabs  28 ,  30 ,  36 ,  38  but not so much movement that the lock can hang over the side of the vehicle frame or deck  12 . One embodiment of tether  50  is shown, using a chain and pipe for anchor  52 . Other arrangements using rods, links or cables could be used commensurate with the needs of the particular vehicle. 
     A pivoting gravity lock  60  prevents the lock  10  from being moved from its position without human intervention. This uses a pivoting pendulous member  62  that pivots around rod  64 . Member  62  has a first tab  66  projecting upwardly in a position of rest and a second projecting tab  68  projecting sidewardly in a position of rest, such that said member  62  is pivotable against gravity to move said first tab  66  to a sidewards position and said second tab  68  to an upwards position. This is shown in FIG.  7 . The gravity lock&#39;s pendulous member  62  is pivotally mounted on a plate  70 . The plate  70  is not only structural, but being opaque also selectively conceals and reveals first tab  66  and second tab  68 , so that the visible first tab  66  indicates a lock operable state and when only the second tab  68  is visible, it indicates a lock movable state. The lock movable state is one where the lock is not secure and therefore the container will not be secure on the car or wagon. 
     DESCRIPTION OF THE ALTERNATIVE EMBODIMENTS 
     An “A” shape plan form lock  110 ,  112  of FIG.  14  through FIG. 21 with a rod, FIGS. 14-16 and FIGS. 19-21, or bar FIGS. 17 and 18, is maintained in container receiving position through the engagement of tabs  114 ,  116  under the vehicle deck  12 , sliding into a mounted position, FIG.  14  and FIG.  17  and retracting into a hanging demounted position, FIG.  16 . The “A” shape designation is used for convenience because when viewed in plan, as in FIG.  15  and FIG. 18, tabs  114 ,  116  form the legs of the “A” and flanges  118 ,  120  form the apex of the “A”. 
     Extending from the flanges,  118 ,  120  are, respectively, a rod or bar,  122 . Rod or bar  122  function to maintain the operative lock  110  or  112  in position, and to hold the container to the deck  12  because the rod or bar  122  abuts the underside of the deck  12 , thereby limiting movement having an upward directional component. The stowing operation, which may be viewed as a movement from the operative position of FIG. 14 to the stowed position of FIG. 16, through the intermediate progression of sliding in FIG. 19, to lifting in FIG.  20  and lowering in FIG. 21 are similar whether the rod or bar  122  is used and will be understood as such by one of ordinary skill. The lifting is performed by manual lifting of handle  126 . In either case lock  110 ,  112  is lowered through a rectangular aperture,  130  in deck  12 . Plates  132  provide added strength on deck  12  adjacent aperture  130 . The lock  110 ,  112  is preferably an automatic lock such as taught in U.S. Pat. No. 5,570,981, but other locks could be used. 
     The alternative generally asymmetric, “T” shape plan form lock  210  is shown in FIGS. 8-12. Like the preferred embodiment, this embodiment uses wings  220  to hold lock  210  in place, working in conjunction with an asymmetric projecting lip  222 . Wings  220  and lip  222  engage longitudinal locating stops  224 ,  226  and lateral stop  232 , respectively. Stops  224 ,  226  in this embodiment have projecting tabs  228 ,  230  which maintain the lock  210  in position when in its operative location. Similarly, stop  232  has a projecting tab  236  that captures lip  222 . 
     This device is made to slide laterally outwardly relative to the rail car to move to the operative position, and slide laterally inwardly relative to the rail car to disengage stops  224 ,  226 ,  232 . There term “laterally” is relative to the longitudinal axis of a rail car, and could also mean “transversely” relative to the longitudinal axis of the rail car, the longitudinal axis being understood to be the long dimension of the typical car, and running from the center of one coupler to the other. The principles taught herein are not necessarily intended to be limited to rail cars, as containers need to be locked to decks of various other vehicles. 
     In the operative position, the lock  210  is maintained in position by the engagement into locking flange  245  of pin  247  which extends into through aperture  248  and into opening  249  in deck  12 . 
     Stowing is accomplished by sliding lock  210  so that stops  224 ,  226 ,  232  are disengaged as shown in FIG.  9 . Extending inwardly from base  218  is pivot arms  250 . Arms  250  have pivot rod  252  extending outwardly through apertures  282 , being retained on deck by straps  254  which provide a limit of vertical movement of pivoting rod  252 , while permitting sliding of a movement sufficient to disengage stops  224 ,  226 ,  232  into and out of a mounted position. When disengaged, as shown in FIG. 9, the entire lock  210  is and then pivot and inverted or “flipped over” to a stowed position as shown in FIG.  10 . Aperture  280 , FIG. 13, enables the receipt of the inverted lock  210  so that a substantially flat deck  12  can be presented for cargo. 
     Arms  250 , straps  254  and rod  252  coact to provide security against loss or theft and are advantageous for high performance automatic locks of the type discussed herein, although other locks may be used. 
     While the present invention has been disclosed and described with reference to three embodiments thereof, it will be apparent, as noted above that variations and modifications may be made therein. It is also noted that the present invention is independent of the vehicle on which it is mounted, and is not limited to those vehicles. It is, thus, intended in the following claims to cover each variation and modification that falls within the true spirit and scope of the present invention.