CARGO CONTAINER CLOSURE SYSTEMS

Abstract

Embodiments of the invention described herein thus provide systems and methods for improved securement of a cargo cover/flexible door to a cargo container. The systems generally provide securement using an integrated hook shape that is formed into the frame extrusions of the cargo container. This internal shape provides a construction that is less vulnerable to damage, can reduce the repair ratio, and the out of service time for the unit.

Description

FIELD OF THE DISCLOSURE

Embodiments of the present disclosure relate generally to cargo containers and closure systems for cargo containers.

BACKGROUND

Cargo containers are used on-board transportation vehicles for containing and moving cargo. Air cargo containers may be used to transport cargo or baggage or other items on aircraft. Such air cargo containers generally must be certified for airworthiness and safety for their use as transport boxes within aircraft. Cargo containers may be used on-board passenger transport aircraft, such as in the cargo bay below the main deck. Cargo containers may also be used on-board cargo aircraft, which generally carry cargo on two levels, the lower deck and the main deck. Different cargo containers may have varying shapes and contours for their outer profile and door openings, depending upon whether designed for use on the lower or main deck.

Cargo containers are typically closed using a flexible cover and a door net. As illustrated by FIG. 10, the prior art cargo container C shown is secured closed using a flexible cover 1, such as a tarpaulin. This cover 1 protects the container contents against weather elements, such as rain, wind, and snow. The cover is secured in place via a door net 2 that is fixed to the container frame 3. The door net 2 is generally positioned in front of the flexible cover 1 in order to provide structural integrity to restrain the contents within the container. The combination of the cover 1 and net 2 also allow the container to pass certification strength testing. In order to secure the cover 1 and net 2 to the frame 3, traditional cargo containers C are provided with an external hook system, illustrated by FIGS. 11A and 11B.

As shown by FIG. 11A, the hook system generally includes a hook 4 on an end of a door net strap and a bracket 5 that is fixed to the cargo container. Once the cover 1 is in place over the cargo container opening, the loading crew secures the hook 4 to the bracket 5. FIG. 11B illustrates a side view of a hook 4 with a curved finger element that can loop over and be secured with respect to the bracket 5. However, problems exist with these hook securement methods. Accordingly, improvements are desirable.

BRIEF SUMMARY

Embodiments of the invention described herein thus provide systems and methods for improved securement of a cargo cover/flexible door to a cargo container. The systems generally provide securement using an integrated hook shape that is formed into the frame extrusions of the cargo container. This internal shape provides a construction that is less vulnerable to damage, can reduce the repair ratio, and the out of service time for the unit. The internal shape also provides easier handling and securement of the cover to the cargo container. The systems described have also been found to provide better protection to the cargo contents from external elements, such as rain, snow, wind, and so forth. The systems described also reduce the number of parts associated with traditional cargo container covers. The attachment method described can help restrict movement of the flexible cover/door when secured/affixed to the container frame.

In one example, there is provided a cargo container closure system, comprising: a cargo container frame having one or more frame portions comprising an internal profile with an internal hook shape; and a cargo cover comprising a plurality of securement elements that correspond to and cooperate within the internal profile of the one or more frame portions. There may be provided a plurality of straps that are secured to the cargo cover. The plurality of straps may feature securement elements attached at the end thereof, the securement elements can cooperate with the internal profile. In a specific example, the plurality of straps are stitched to the cargo cover such that they remain as a single unit with the cover and are not removable therefrom in use. The straps may also have one or more sizing features for tightening the straps for securement of the cargo cover to the cargo container frame.

The frame portions that form the cargo container can be straight frame portions that are secured to one another to create a cargo container cage frame. In some examples, the frame portions comprise a single extruded cargo frame.

There is also provided a method for securing a cargo container, comprising: providing a cargo container frame having one or more frame portions comprising an internal profile with an internal hook shape; providing a cargo cover comprising a plurality of elements that correspond to and cooperate within the internal profile of the one or more frame portions; inserting one of the elements into one of the internal profiles of the frame; and continuing the inserting of elements into the internal profiles of the frame until the cargo cover is secured with respect to the cargo container frame. If the cargo cover features a plurality of straps secured to the cargo cover, the plurality of straps can have the securement elements that correspond to and cooperate within the internal profile of the one or more frame portions at the end the straps. The straps can have one or more sizing features, and the method can further comprise tightening the one or more sizing features to secure the cargo cover securely with respect to the cargo container frame.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a cargo container having one example of a cover system described herein secured to the cargo container frame.

FIG. 2 shows a front perspective view of a cargo container with the cover removed, illustrating the rigid frame and the panels forming the body of the cargo container.

FIG. 3 shows a front plan view of the cargo container of FIG. 2.

FIG. 4A shows a close up view of a frame section of the cargo container of FIG. 3.

FIG. 4B shows a cross-sectional view of the frame section of FIG. 4A.

FIG. 5 shows a top perspective view of a hook-shaped element prior to being secured with respect to the frame section.

FIG. 6 shows a top perspective view of the hook-shaped element of FIG. 5 secured with respect to the frame section.

FIG. 7 shows a front plan view of a cargo container.

FIG. 8A shows a close up view of a frame section of the cargo container of FIG. 7.

FIG. 8B shows a cross-sectional view of the frame section of FIG. 8A, with an element secured with respect thereto and holding a cargo cover in place with respect to the cargo container.

FIG. 9 shows a front perspective view of a cargo container having a cover positioned thereon.

FIG. 10 shows a perspective view of one example of a prior art cargo container securement method.

FIG. 11A shows a side view of a prior art hook and bracket system.

FIG. 11B shows a side perspective view of the hook of FIG. 11A being secured to the bracket.

DETAILED DESCRIPTION

Referring now to the prior art securement system illustrated by FIGS. 10-11, the hooks 4 and brackets 5 are vulnerable to impact during handling, at least in part because they protrude from the cargo container. For example, forklift movements or container positioning movements can cause deformation of the hook and/or the bracket. Any component that protrudes from the container may be a target for damage. In fact, even one hit can render the securement system unusable. The hook 4 may be bent to prevent its correct cooperation with the bracket. The bracket 5 may be compressed or otherwise deformed in a way that prevents sufficient clearance for the hook 4 to secure thereto. One non-usable hook 4 can render the cargo container unusable because it may no longer comply with certification requirements.

Another problem with the described hook system is that it can be time-consuming to secure. Each hook 4 must be positioned on a bracket 5. This can be difficult in cold climates, when the loading crew is wearing gloves. This can also be difficult when the containers are positioned on a platform, making the hooks and brackets difficult to reach. Additionally, the cover 1 and the net 2 are provided as two separate components. Because they are not attached to one another, the cover 1 has a tendency to slide inwards of the cargo container, due to gravity and/or container movement. This can happen even when the net 2 is properly affixed to the container frame 3. This sliding can create a gap between the cover 1 and the frame 3, undesirably leaving container contents exposed to the elements. Additionally, without a properly positioned net 2 over the cover 1, cargo container contents may not be properly contained.

Accordingly, improvements to cargo container cover systems are described herein. The present disclosure provides a system 10 that allows a cargo container 12 to be covered and to have its contents secured without presenting many of these potential damage situations and/or and challenges. As shown by FIG. 1, the system 10 provides a cargo cover 20 that may have integrated straps 22. If provided, the integrated straps 22 may be stitched to the cover 20 (or otherwise secured thereto). In this manner, the cover 20 is provided as a single component, such that the straps 22 remain secured thereto. There is not a separate net required for securement. The straps 22 may be provided with one or more sizing features 24 to expand and tighten the straps 22 once positioned. In one example, the sizing features 24 may be cam buckles. (The cam buckles used may be industry standard buckles; they tension the straps 22 with respect to the cargo container once the cargo cover 20 has been positioned.)

In order to position the cargo cover 20 with respect to the container 12, the cargo container 12 is provided with a frame 14. This is generally illustrated by FIGS. 2 and 3. As shown by FIGS. 4A-4B, the frame 14 has straight frame portions, each of which may be formed with an internal profile 16 along one or more of its edges. The internal profile may be an extruded profile that is created upon formation of the frame portion. A plurality of frame portions are then secured to form the cargo container cage. Panels are then secured with respect to the frame portions.

The internal profile 16 is generally shaped to correspond to a corresponding element 18. Cooperation between internal profile 16 and element is illustrated by FIGS. 5 and 6. The corresponding element 18 may be a C-shaped hook, clip, or lip. The corresponding element 18 may be a curved, concave, or hollowed portion. The corresponding element 18 is shaped to cooperate with and secure with respect to the internal profile 16 of the frame 14. The element 18 can interlock with the frame extrusion. One or more elements 18 are secured at the end of one or more straps 22, as shown by FIG. 1. The tensioning straps 22 may then be pulled tight in order to secure the cover 20 to the main frame structure.

Referring now more specifically to the described aspects, the frame 14 of the cargo container 12 may be formed out of a plurality of straight portions 30. In one example, there are vertical lower straight portions 32, one or more inwardly angled straight portions 34, and a horizontal upper straight portion 36. Providing straight portions 30 rather than a curved door frame profile or contour can allow manufacturing of the frame edges 14 with the desired internal profile. The straight sections 30 may be extruded into the internal profile 16 of an integrated hook. The straight portions 30 may be secured to one another in any appropriate manner. For example, they may be secured together via gussets and rivets using traditional methods. It is also possible for the frame 14 to be constructed of a single extruded piece, having the desired angles between frame portions. For example, the frame could be formed of a material that can be extruded and bent into the appropriate shape of the cargo frame. The internal profile 16 may be extruded along an entirety of the frame 14. In other examples, the internal profile 16 may be provided on only some of the entirety of the frame. It is believed that optimal securement options are provided, however, if the internal profile 16 extends along a majority of the frame.

Referring now to FIG. 4B, the internal profile 16 may be shaped as an internal hook. The internal hook may have a flat frame surface 40 that is generally parallel with at least a portion of the cargo container wall 42. The flat frame surface 40 curves inwardly to provide an inwardly curved surface 44. This surface 44 may be shaped like a J-hook, a C-hook, or any other internal indentation. The inwardly curved surface 44 may then transition to a curved lip 46. The curved lip 46 provides a support portion onto which the element 18 can secure and grasp with respect to.

FIG. 8B illustrates an element 18 that is secured with respect to the internal profile 16. As shown, the element 18 has a C-shape profile. The innermost part of the profile of the element 18 receives the curved lip 46 of the internal profile 16. A first arm 54 of the element 18 reaches into the inwardly curved surface 44. A second arm 56 of the element supports the element 18 with respect to the cargo container wall 42. Also as illustrated, a strap 22 may be secured to and extend from the element 18.

FIG. 1 illustrates that a plurality of straps 22 are provided on the cargo cover 20. In use, the personnel installing the cover over the cargo container frame may loosen the straps 22 at the sizing feature 24 (which may be a buckle or any other securement system). Once the elements 18 are secured with respect to and along the internal profiles 16 of the frame 14, the sizing features 24 may be tightened. This tightening causes the cover 20 to interface tightly and safely against the cargo container.

One option that may also assist with securement and tightening of the cover 20 may be handle straps 60. The handle straps 60 may be attached to the elements 18. Examples are shown by FIGS. 6, 8B, and 9. Handle straps 60 may be used to allow the installer to obtain a secure grasp on the element 18 during installation. In one example, the handle straps 60 are secured to a flange 62 of the element 18. The flange 62 may have an opening 64 through which the handle strap 60 may be looped and secured in place. For example, the handle strap 60 may be looped through the flange opening 64 and stitched back upon itself This provides extra grip for handling of the flexible cover door 20.

FIG. 9 illustrates a front perspective view of the cargo container with the door canvas 20 closed. The full straps are not shown in this figure. They may be provided, but need not be. In this example, only handle straps 60 are provided. If the door canvas itself is manufactured of a material that is strong enough to withstand the certification forces and the straps (such as the handle straps) can be attached to the canvas in a way that the attachment would withstand the certification forces, a full set of straps 22 does not need to extend all the way across the door canvas. It should be understood that it is also possible to implement this disclosure without the use of straps at all.

An upper portion of the cargo cover 20 may be provided with a horizontal top portion 70. The horizontal top portion 70 may be a stitched rod that is enclosed by an upper flange or insertion area or part of the door canvas. This top portion 70 can be secured into one of the internal profiles 16 along an upper part of the frame 14 in order to secure the cover 20 into place over the container top frame. Other securement options are possible in addition or in the alternative. For example, one or more rivets may be positioned at edges of the cover for securement.

Although an exemplary internal profile is shown and described, it should be understood that alternate internal profile shapes may be provided. For example, the internal profile may be square-like, rectangular, triangular, or any other appropriate shape. The internal profile should generally have a lip or other feature that can secure an element secured to the cover into place. The internal profile shown and described has been tested and found to withstand the high forces required by federal regulations. In general, the cargo containers described can withstand 10 tons of force on the door while maintaining the contents inside the container. It is believed that snaps or magnets or other types of traditional securing systems do not meet the required stringent requirements. They may also become easily damaged or deformed due to pressure, may be difficult to install in cold climates when workers are wearing gloves, and may also become frozen or otherwise damaged. Conversely, the examples described have been found to overcome these and other challenges.

Changes and modifications, additions and deletions may be made to the structures and methods recited above and shown in the drawings without departing from the scope or spirit of the disclosure or the following claims.

Claims

1. A cargo container closure system, comprising: a cargo container frame having one or more frame portions comprising an internal profile with an internal hook shape; anda cargo cover comprising a plurality of securement elements that correspond to and cooperate within the internal profile of the one or more frame portions.

2. The system of claim 1, further comprising a plurality of straps secured to the cargo cover, the plurality of straps comprising the plurality of securement elements.

3. The system of claim 2, wherein the plurality of straps are stitched to the cargo cover such that they remain as a single unit with the cover and are not removable therefrom in use.

4. The system of claim 2, wherein the plurality of straps comprise one or more sizing features for tightening the straps for securement of the cargo cover to the cargo container frame.

5. The system of claim 1, wherein the one or more frame portions comprise separate straight frame portions that are secured to one another to create a cargo container cage frame.

6. The system of claim 1, wherein the one or more frame portions comprise a single extruded cargo frame.

7. The system of claim 1, wherein the internal profile comprises a flat frame surface, an inwardly curved surface, and a curved lip.

8. The system of claim 1, wherein the securement element comprises a first arm and a second arm forming a c-shaped hook between the first and second arms.

9. The system of claim 1, wherein the internal profile extends along an entire portion of the cargo container frame.

10. The system of claim 1, wherein the internal profile is extruded.

11. The system of claim 1, wherein the securement element further comprises a handle strap associated therewith.

12. A method for securing a cargo container, comprising: providing a cargo container frame having one or more frame portions comprising an internal profile with an internal hook shape;providing a cargo cover comprising a plurality of elements that correspond to and cooperate within the internal profile of the one or more frame portions;inserting one of the elements into one of the internal profiles of the frame; andcontinuing the inserting of elements into the internal profiles of the frame until the cargo cover is secured with respect to the cargo container frame.

13. The method of claim 12, wherein the cargo cover further comprises a plurality of straps secured to the cargo cover, the plurality of straps comprising the elements that correspond to and cooperate within the internal profile of the one or more frame portions, the plurality of straps further comprising one or more sizing features; the method comprising tightening the one or more sizing features to secure the cargo cover securely with respect to the cargo container frame.