WO2010103310A1

WO2010103310A1 - Load security assembly for a vehicle

Info

Publication number: WO2010103310A1
Application number: PCT/GB2010/050398
Authority: WO
Inventors: Peter Blackburn
Original assignee: Peter Blackburn
Priority date: 2009-03-12
Filing date: 2010-03-09
Publication date: 2010-09-16
Also published as: GB0904231D0; EP2406103A1

Abstract

The present invention relates to a load security assembly, particularly for load carrying vehicles such as lorries. The load security assembly prevents a cargo from spilling into the road after a road traffic accident. For instance, a lorry (10) with a load carrying surface (20) may have a load (40) secured thereto by tensioned straps (50) which are anchored to anchoring tracks 100 via a series of anchors (200).

Description

LOAD SECURITY ASSEMBLY FOR A VEHICLE

BACKGROUND

Technical Field

The present invention relates to a load security assembly. In particular the present invention relates to a load security assembly for vehicles such as lorries, the load security assembly being adaptable to secure a cargo within a container of a lorry. The present invention also relates to a load carrier comprising the load security assembly, an anchoring track, an anchor for the anchoring track, and a method of securing a load.

Description of Related Art

There is a widespread need to secure loads, particularly during transport. Cargos are currently secured within an articulated lorry by virtue of tensioned latitudinal ropes or straps extending over the cargo from rope/strap hooks welded to the underside of each side of the lorry. Typically such ropes or straps are tensioned by known means such as ratchet tensioning or twist lock mechanisms. In general, such ropes/straps extend around the exterior of the articulated lorry in order to secure the cargo. In such cases, along with securing the cargo, the ropes/straps typically also support a lorry sheet tarpaulin in place around a frame.

A problem with securing loads with this method, which has remained the most common method of securing a load for almost a century, is that loads are inadequately secured and are readily released from vehicles in road traffic accidents. Such cargo spillages inevitably damage the cargo and also cause mayhem and danger on the roads.

Another problem is that ropes/straps can only be tensioned to a limited extent given the limited tolerance of the rope/strap hooks to high tensions. This in turn reduces the ability of a lorry to retain its load in impact situations such as those described above. Moreover, such cargo security arrangements give little protection to the cargo against theft or vandalism.

Another problem is that the ropes/straps may break, snap, or be released as a result of direct impacts.

A partial solution to some of these problems is to use rigid stainless steel containers, such as those carried on cargo ships. However, such containers need to be well packed and substantially full in order to safely transport cargo, otherwise some of the cargo may work loose and potentially bounce around inside the container, thus causing damage to the cargo. Moreover, the usual problems associated with such containers prevail, including that they are heavy and so compromise fuel consumption, are cumbersome to handle, and potentially endanger other motorists. It is an object of the present invention to solve at least some of the problems inherent in the prior art.

SUMMARY OF THE INVENTION

According to a first aspect of the present invention there is provided a load security assembly comprising an anchoring track to which a load can be anchored.

This has the advantage of allowing loads to be selectively anchored or secured anywhere along the track's length, potentially by longitudinal anchoring (i.e. anchoring along the length of the track, and preferably on a track positioned in the direction of forward motion). Longitudinal anchoring, as opposed to latitudinal anchoring, is particularly advantageous because cargos on a moving vehicle may be better secured in respect of the direction of motion, since there is less reliance on mere friction. In particular it allows loads, which would be otherwise inadequately secured upon or within vehicles and the like, to be well secured. For instance, such technology can be employed inside a vehicle or unit, such as a large cargo container, to alleviate the need to over-pack such containers to avoid cargos becoming loose and bouncing around within the container - instead small cargos can be selectively anchored in a large space. Such loads are more likely to be retained by the vehicle in the event of a road traffic accident. Moreover, such technology allows for better security against vandalism and theft of the load, since the load can be housed within a secure unit (such as a container with locked doors/walls, and yet still be securely held within the unit itself). The fact that the load can be securely housed within a unit also means that anchoring is not disrupted by direct impacts form outside the unit because anchor points are not exposed externally. Load security is universally improved by the present invention, whether applied to loads being transported or loads being merely stored.

Herein a "load security assembly" (or load securing device) refers to an assembly capable of securing a load against movement which would otherwise be caused by the application of a force to the load. For example, a load which is effectively secured by such an assembly is not free to move along or away from the anchoring track whilst the load is anchored to the track. The invention thus excludes systems which can merely support a load, such as a railway track and the like.

"Anchoring" means holding fast and checking movement. Therefore, again this excludes tracks which merely support a load along said tracks.

Preferably the load security assembly includes a loading area within which the load can be secured. The anchoring track preferably allows a load to be secured in the loading area.

The anchoring track may permit the load to be directly anchored thereto. The load may thus be adapted to directly engage the anchoring track, or the load may comprise a container adapted to directly engage the anchoring track. The anchoring track preferably permits the load to be indirectly anchored thereto, for instance via a tying member. Such a tying member may include a strap, rope, or lash. Alternatively the tying member may include a frame, hook, buckle clasp, or rigid member such as a rigid rod or pole. A strap is the most preferred tying member.

The anchoring track preferably extends along or within a track surface. The track surface is the location of the track or tracks. The anchoring track may extend along a side of a track surface. The track surface generally comprises a top face and a side face. Anchoring may extend along either the top face or the side face. The track surface may be comprised of the same surface as the loading area, but may not be.

The anchoring track is preferably a length of track. The load can preferably be anchored to the anchoring track at one or more anchor points (e.g. holding down points). The anchoring track preferably provides a plurality of anchor points (e.g. holding down points). Preferably the anchoring track allows anchoring at any point along the anchoring track.

The anchoring track is preferably arranged to receive and engage an anchor. This allows the number and position of anchor points (and/or anchors) to be selected to suit the load, thus providing more flexibility in load security. Preferably the anchoring track is arranged to receive and engage a removable anchor. The anchoring track is preferably arranged to receive and engage a plurality of anchors. The anchoring track is preferably arranged to receive an anchor in a first configuration (or "received configuration"), and engage the anchor in a second configuration (or "engaged configuration"). Preferably the anchoring track allows an anchor received by the track to be transformed from the received configuration to the engaged configuration whilst the anchor remains received by the track. Preferably transforming the anchor from the received configuration to the engaged configuration involves twisting or rotating the anchor, preferably by 30° to 150°, more preferably by 45° to 135°, and most preferably by 80° to 100°..

Preferably the anchoring track is arranged to allow the anchor(s) to be moveable (preferably slidably moveable) within or along the anchoring track, suitably whilst received by the track. Preferably the anchor(s) are movable within or along the track when in the received configuration, and may be moveable also when in the engaged position. Preferably movement of the anchor(s) along or within the track is more restricted in the engaged configuration than in the received configuration. The anchoring track preferably provides for anchor points which are slidably variable. For instance, the track may have stop points along its length which arrest movement of an anchor in the engaged configuration but not in the received configuration. The anchoring track may be a protruding track (i.e. male in character) or may be a recessed track or channel (i.e. female in character). The anchoring track may be both male and female in character. The anchoring track preferably complements the anchor, preferably in terms of complementary profiles. For instance, the anchor may be male whereas the track is female, or visa versa.

Preferably the anchoring track comprises an anchor receiver for receiving and engaging an anchor. The anchor receiver preferably comprises a recessed channel - this is advantageous since it allows the track to take high tensile stresses away from the anchor(s). The recessed channel preferably has a depth of between 1 cm and 100 cm, more preferably between 1 cm and 20 cm, most preferably between 2 cm and 5 cm. The recessed channel preferably has a generally trapezoid cross-section, preferably with an open mouth. The open mouth preferably has a width between 0.5 cm and 50 cm, more preferably between 0.5 cm and 10 cm, and most preferably between 1 cm and 2.5 cm. A base of the trapezoid cross- section (or throat) preferably has a width of between 1 cm and 200 cm, more preferably between 2 cm and 40 cm, and most preferably between 3 cm and 10 cm. The anchoring track is preferably comprised of strip material, preferably steel strip. The strip material preferably has a thickness of between 0.01 cm and 10 cm, more preferably between 0.01 cm and 0.2 cm, more preferably between 0.02 cm and 0.15 cm, and most preferably between 0.02 cm and 0.05 cm.

The load security assembly may further comprise an anchor. Preferably the anchoring track is engaged with the anchor. Preferably the anchor comprises a track-engagement member; wherein the anchoring track is engaged, preferably releasably engaged, with the anchor via the track-engagement member. Preferably the load security assembly comprises a plurality of anchors. The combination of the anchor and track allows for selective anchoring of the load, preferably anywhere along the track, preferably by being able to move the anchor along or within the track. The anchor may be directly engaged or engagable with the load. The anchor may be engagable with the load either directly or indirectly (e.g. by virtue of a tying member). Preferably where the anchor is indirectly engagable with the load, the anchor is attachable to the tying member. Preferably a plurality of anchors are attachable to the tying member. The anchor is preferably moveable (preferably slidably moveable) within or along the track, as described above.

The track-engagement member preferably complements the anchor receiver, preferably in terms of having a complementary cross-sectional profile. For instance, the track- engagement member may be male whilst the anchor receiver may be female, or visa versa. The track-engagement member is preferably male, and the anchor receiver is preferably female. The anchor receiver preferably comprises a recessed channel. The track- engagement member of the anchor preferably has external dimensions which are smaller (preferably only slightly smaller) than the internal dimensions of the recessed channel. The track-engagement member preferably has a generally trapezoid cross-section, or preferably at least comprises a generally trapezoid cross-sectioned portion. The trapezoid cross-sectioned portion preferably has a depth (i.e. height) of between 1 cm and 100 cm, more preferably between 1 cm and 20 cm, most preferably between 2 cm and 5 cm. The trapezoid cross- sectioned portion preferably has a base whose width is between 1 cm and 200 cm, more preferably between 2 cm and 40 cm, and most preferably between 3 cm and 10 cm. The trapezoid cross-sectioned portion preferably has a top whose width is between 0.5 cm and 50 cm, more preferably between 0.5 cm and 10 cm, and most preferably between 1 cm and 2.5 cm. The track-engagement member preferably has a thickness smaller than the width of the open mouth of the recessed channel of the anchoring track. The track-engagement member preferably has a thickness between 0.5 cm and 50 cm, more preferably between 0.5 cm and 10 cm, and most preferably between 1 cm and 2.5 cm.

The anchor is preferably removably receivable by the anchoring track. The anchor is preferably removably insertable into the anchoring track. The anchor is preferably releasably engagable with the anchoring track. The anchor is preferably releasable from the anchoring track via quick-release, such as turning, for example by rotation or part-rotation. This allows for replacement of worn anchors and allows for selective placement of anchors. When in the engaged configuration, the anchor is preferably non-removable, but is preferably releasably engaged or disengagable. Preferably the anchor is disengaged with the anchoring track by transforming the anchor from the engaged configuration to the received configuration.

Preferably the anchor is removable from the anchoring tracks (preferably vertically removable) in the received configuration.

The anchor preferably comprises a strap-engagement member (strap holder). This has the advantage of being able to hold tying members or straps over a load to allow the load to be secured and anchored. It also allows tying members to be selectively located by virtue of the selectable location the anchor(s) within the anchoring track. The strap-engagement member may be suitable for engaging any tying member, but is preferably most suitable for engaging a strap. Such a strap is generally a flat length of material, preferably a nylon strap. The strap- engagement member may engage a tying member indirectly, but preferably engages a tying member directly (e.g. by threading/looping tying members therethrough). The anchor is preferably arranged to engage a tying member to allow the load to be secured by the tying member. Preferably two anchors are arranged to engage the tying member (preferably towards ends of the tying member) such that the tying member extends between the two anchors across the load.

The load security assembly may comprise a tying member. Preferably the anchor is attached to the tying member. Preferably two anchors are linked to the tying member, preferably such wise that the tying member extends between the two anchors across the load. The tying member is preferably tensioned by a tensioner, preferably adjustably tensioned by the tensioner. The tensioner preferably comprises a ratchet mechanism, preferably a ratchet mechanism integrally associated with the tying member. Two anchors are preferably engaged with the anchoring track in an arrangement to allow a tying member to be longitudinally extended over the load. In this case, "longitudinally" means along the general direction or path of the track, which preferably runs generally in the direction of any forward motion. Two anchors may be engaged with the anchoring track in an arrangement to allow a tying member to be latitudinally extended over the load. Two anchors may be engaged with the anchoring track in an arrangement to allow a tying member to be partially longitudinally and partially latitudinally extended over the load (i.e. diagonally extended over the load). Preferably the load security assembly comprises a tying member which provides at least some longitudinal security. Preferably the load security assembly comprises a plurality of tying members, wherein at least one provides at least some longitudinal security. The strap-engagement member preferably pivots relative to the track-engagement member in response to tension in the tying member(s).

The strap-engagement member may be attached to the track-engagement member directly or indirectly. The strap-engagement member may be pivotable relative to the track- engagement member. The strap-engagement member may be pivotable relative to the track- engagement member about at least one axis of rotation. The strap-engagement member may be pivotable relative to the track-engagement member about at least two axes of rotation. Such pivotability is advantageous as it compensates for tension in the tying member(s) so as to minimise stress on certain joint or parts of the anchor. For instance, it may avoid the anchor snapping under large tensile stresses such as those experienced during a road traffic accident. The anchor preferably withstands tensile stresses up to at least 4000 Kg, more preferably up to at least 6000 Kg, more preferably up to at least 8000 Kg, and most preferably up to at least 10000 Kg. The anchoring track preferably withstands tensile stresses up to at least 4000 Kg, more preferably up to at least 6000 Kg, more preferably up to at least 8000 Kg, and most preferably up to at least 10000 Kg.

The track-engagement member is preferably linked to the strap-engagement member via a pivot member. The pivot member is preferably arranged to allow pivoting about at least one axis between the track-engagement member and the strap-engagement member. The pivot member is preferably substantially cylindrical. The track-engagement member may comprise a seat. The pivot member may comprise a saddle, whereby the saddle engages the seat. The pivot member is preferably secured to the track-engagement member via a securing pin. The anchoring track may comprise a cable channel. This allows the anchoring track to serve the dual function of providing support for a load whilst providing protection for cables and the like. The cable channel preferably allows cables to be securely channelled, preferably through such as a vehicle. The cable channels may be suitable for carrying tubing, pipework, and the like, such as pneumatic tubing. The anchoring track may comprise two cable channels. The channels are preferably formed by virtue of how the track is folded into shape.

The load security assembly preferably comprises a plurality of anchoring tracks. This has the advantage of providing even greater flexibility in terms of selective positioning of anchor points for the load. It thereby allows smaller loads to be well secured, preferably between two anchoring tracks. Preferably the load security assembly comprises a plurality of anchors. Preferably the load security assembly comprises at least one anchor for each of the plurality of anchoring tracks. A single anchoring track may be looped, for example similar to a wave-form. A looped anchoring track may provide similar benefits to having a plurality of anchoring tracks. Preferably, at least two anchoring tracks have generally identically dimensioned anchor receivers which may accommodate the same anchor(s).

According to a second aspect of the present invention there is provided a load carrier comprising a load carrying surface and the load security assembly as described in the first aspect.

Such a load carrier benefits from the above mentioned advantages of the load security assembly. In particular the load security assembly allows loads to be well secured within or upon a load carrier, without relying on anchor points which are external to the load carrier. Moreover, the load carrier need not be filled to prevent loads becoming loose and bouncing about the load carrier. Instead small loads can be secured in discrete places within or upon the load carrier.

The load carrier may be a transport vehicle. The load carrier is preferably a cargo vessel, such as a lorry. The load carrier may be a container vessel, such as those transported on cargo ships. The load carrier may be an aircraft. The load carrier may alternatively be a warehouse floor, but the load carrier is preferably moveable or portable such as those aforementioned. As such, the load carrier may be a pallet, such as a wooden or plastic pallet for carrying goods.

The load carrying surface may be contained within exterior walls, such as those of a container, or may be a surface without exterior walls. The load carrying surface preferably comprises the track surface (as above). Preferably the load carrying surface and the track surface are the same surface. The load carrying surface preferably comprises the loading area (as above). Preferably the anchoring track is arranged to provide for longitudinal support of the load.

Where the load carrier is a transport vehicle, preferably part of at least one anchoring track is arranged lengthwise at least partially in the direction of forward motion of the transport vehicle. Preferably the anchoring track is arranged lengthwise in the general direction of motion. This allows for longitudinal tying down of a load, using tying members such as straps, which provides greater security to the load in the longitudinal direction (i.e. the direction of forward motion of the transport vehicle). Preferably the anchoring track extends substantially the full length of the load carrying surface. An anchoring track may extend along a side face of the transport vehicle, preferably along a side face of the load carrying surface. Preferably the load carrying surface can support a weight of at least 0.5 tonnes, preferably at least 1 tonne, more preferably at least 5 tonnes, most preferably at least 10 tonnes.

Where the load carrier is a pallet, the anchoring track is preferably located towards the side of the pallet, preferably at the side of the pallet. The anchoring track may be arranged upon the load carrying surface, where the load carrying surface is a top face of the pallet. Preferably, however, the anchoring track is arranged along a side face of the pallet, thus allowing more room on the pallet itself for securing a load. Side face-mounted tracks also provide for better distribution of stress imparted to the tracks (and possibly anchors) by tensioned tying members.

The anchoring track is preferably located within the external dimensions of the load carrying surface, and preferably of the load carrier. This protects anchor points from damage in road traffic accidents and the like, thereby reducing the chance of load spillage. Preferably at least part of the anchoring track is confined within the load carrier's (or carrying vehicle's) external dimensions. Preferably all holding down points are confined within a carrying vehicle's (or load carrier's) external dimensions.

According to a third aspect of the present invention there is provided an anchoring track to which a load can be anchored, as described in any of the previous aspects.

According to a fourth aspect of the present invention there is provided an anchor for the anchoring track as described in any of the first two aspects.

The anchor is preferably releasably engagable with the anchoring track.

According to a fifth aspect of the present invention there is provided a method of securing a load, comprising the steps of:

i) providing an anchoring track to which the load can be anchored;

ii) anchoring the load to the track. Step i) may involve laying down the anchoring track on a track surface, or load carrying surface. Step i) may be followed by securing the anchoring track to the surface, preferably by welding to a cross-member beneath the surface.

Step ii) may involve inserting an anchor into the track and bringing it into an engaged configuration. Step ii) may additionally involve attaching a tying member to the anchor, and using the tying member to anchor the load. Step ii) may involve engaging two anchors with the track, or engaging a first anchor in one track, and a second anchor in another track. The method may comprise attaching the tying member to the two anchors and extending the tying member over the load. The method may further comprise tensioning the tying member.

Preferred features of any aspect of the present invention are also preferred features of any other aspect.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of the invention, and to show how embodiments of the same may be carried into effect, reference will now be made, by way of example, to the accompanying diagrammatic drawings in which:

Figure 1 is an overhead perspective view of a load carrier (here, a lorry trailer) in accordance with an embodiment of the present invention;

Figure 1a is a blown up view of area A of Figure 1 ;

Figure 2 is a rear cross-sectional view of the lorry of Figure 1 ;

Figure 3 is a blown up view of area B of Figure 2;

Figure 4 is a cross-sectional view of a track according to an embodiment of the present invention;

Figure 4a is a cross-section view of the track of Figure 4 showing cables within cable channels;

Figure 5 is a cross-section view of a track according to an embodiment of the present invention;

Figure 6 is a front perspective view of an anchor according to an embodiment of the present invention;

Figure 7 is a front perspective view of a component of the anchor of Figure 6; Figure 8 is a front perspective view of a component of the anchor of Figure 6;

Figure 9 is a front view of a component of the anchor of Figure 6;

Figure 10 is a blown up view of a load carrying surface as shown in Figure 1 ;

Figure 11 is a side cross-sectional view of a pallet according to an embodiment of the present invention; and

Figure 12 is a side cross-section view of a side of a pallet according to an embodiment of the present invention.

DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

The exemplary embodiments of the present invention will be discussed in detail in relation to a load security assembly which better secures a load within or upon load carriers such as transport vehicles (e.g. lorries or trains) or to trailers or carriages thereof. However, the teachings, principles and techniques of the present invention are also applicable in other exemplary embodiments. For example, embodiments of the present invention are also applicable to load carriers such as warehouse floors or even pallets, whereby again the invention provides better security for loads against impacts, or even theft.

FIG. 1 shows a load carrier 10, in this case a lorry trailer 10, with a load carrying surface 20. Upon the load carrying surface 20 is an unsecured load 30, which in this case is an empty pallet 30, and a secured load 40, which in this case is a loaded pallet 40. The secured load 40 is secured by way of tensioned straps 50, in particular a set of two latitudinal straps 50a (i.e. running widthways relative to the load carrying surface 20 or lorry trailer 10) and a single longitudinal strap 50b (i.e. running lengthways relative to the load carrying surface 20 or lorry trailer 10). The straps 50 are anchored at various anchor points 60. The anchor points 60 are located along a number of steel anchoring tracks 100 which hold releasably engaged (or removable) steel anchors 200 to which the straps 50 are attached. In this example, the tracks 100 run lengthwise (or longitudinally) along and within the load carrying surface 20 of the lorry trailer 10, thus allowing for anchor points along the full length of the lorry trailer 10. However, it will be understood that the tracks 100 could equally run widthways (or latitudinally) across the width of the load carrying surface 20; or anchoring tracks running both longitudinally and latitudinally could be provided.

FIG. 1a shows an anchor point 60 in more detail. The anchor 200 is held firmly within a recessed channel of a track 100 running along a side edge of the load carrying surface 20. The latitudinal strap 50a is looped through an appropriately shaped hole in the anchor 200, thereby anchoring the pallet 40 to the track 100 and in so doing securing the pallet 40 to the load carrying surface 20. FIG. 2 is a rear cross-sectional view of the lorry 10 showing unsecured pallets 30 on the load carrying surface 20. The load carrying surface 20 is in turn supported by a series of uniformly spaced steel cross-members 70 (i.e. joists), each of which extends across the width of the underside of the load carrying surface 20. Steel chassis members 80 support the steel cross-members 70. Each track 100 can be seen to have an anchor receiver 1 10 which, in this case, is a channel 110. Each channel 1 10 has substantially trapezoid (or "Delta") shaped cross-section. The tracks 100 fitted along the top of the load carrying surface 20 (i.e. "top tracks" 100a) are embedded within the surface 20 and welded to a top surface of each cross- member 70. The tracks 100 fitted along the side of the load carrying surface 20 (i.e. "side tracks" 100b) are again partially embedded within the surface 20, but are welded to a side surface of each cross-member 70. In this example, all side-tracks 100b have a rave rail 120 which extends downwardly underneath the cross-members 70 so that the rave rail 120 can be securely welded to the side of the each cross-member 70. Anchors 200 are shown slotted within both top tracks 100a and side tracks 100b, and are ready to receive straps 50 for securing the pallets 30.

FIG. 3 is a blown up view of region B of FIG. 2, and particularly shows the tracks 100 and anchors 200 in more detail. For instance, the anchors 200 slotted into both the top 100a and side tracks 100b have a track-engagement member 210 and a strap-engagement member 220. The track-engagement member 210 is shaped to complement the anchor receiver 110, with external dimensions slightly smaller than that of the internal dimensions of the anchor receiver 110. In this case, the track-engagement member 210 is substantially trapezoid (or "Delta") shaped. The strap-engagement member 220 is pivotally attached to the track-engagement member 210 to allow pivotal movement to accommodate tension in the straps 50 when they are fitted. The anchor 200 in the side track 100b can be seen pivoted relative to the configuration of the anchor 200 in the top track 100a. An additional feature of the top track 100a is the cable channels 130 which provide channels for the containment and armouring of electrical cables 90 or pneumatic tubing and the like. Such cables 90 can extend longitudinally from one end of the lorry 10 to the other, are easy to access, and are well protected from damage.

FIG. 4 is a side cross-sectional view of a top track 100a, clearly showing the anchor receiver 1 10 and cable channels 130. The depth of the generally trapezoid-shaped anchor receiver 110 (i.e. distance from the top/mouth of the trapezoid cross-section to the base) is 3.1cm. A mouth 112 of the anchor receiver has a width of 1.85cm. A base 1 14 of the anchor receiver 110 has a width of 5cm. The steel strip, from which the anchoring track is made has a thickness of 0.03cm.

FIG. 4a shows the top track 100a of FIG. 4 with an electric cable 90 through one cable channel 130, and pneumatic tubing through 90 the other cable channel 130. FIG. 5 is a side cross-sectional view of a side track 100b, clearly showing the anchor receiver 110, the rave rail 120 extending away from the anchor receiver 110, and a single cable channel 130. Dimensions are the same as for the top track 110a of FIG. 4, except that here the rave rail has a length of 12cm.

FIG. 6 is a front perspective view of an anchor 200 within a piece of track 100, and clearly shows the component parts of an embodiment of an anchor 200. The anchor 200 has a generally trapezoid-shaped track-engagement member 210 secured via a securing pin 240 to a pivot member 230 which is thereby pivotable about a first axes. The substantially cylindrical pivot member 230 is threaded through a hole in the strap-engagement member 220. The strap-engagement member 220 and the track-engagement member 210 are held together by virtue of a flange 236 (or stop) at a top end of the pivot member 230. The strap- engagement member 220 is thereby pivotable about the pivot member 230 about a second axes, such that the second axes is at right angles to the first axes. This allows the strap engagement member to be pivoted at a number of angles, thereby reducing the stress imparted upon joints when the straps 50 are in place and under tension.

FIG. 7 shows the track-engagement member 210 of the anchor 200 of FIG. 6. The track-engagement member 210 has a delta-member 212 which is generally trapezoid in shape, a pivot member seat 214 for receiving the pivot member 230, and a pin hole 216 at each side of the seat 214 through which the securing pin 240 can fit to secure the pivot member 230 pivotally within the seat 214. The track-engagement member 210 is dimensioned so as to fit securely within the track 100.

FIG. 8 shows the pivot member 230 of the anchor 200 of FIG. 6. The pivot member 230 has a saddle 232 which is neatly profiled to sit upon the pivot member seat 214 of the track- engagement member 210 so as to allow a degree of pivotal movement within the seat 214. There is also a pin hole 234 extending through the pivot member. The pin hole 234 is arranged to be aligned with the pin hole 216 of the track-engagement member 210 when the pivot member 230 is sat within the seat 214, thereby allowing the securing pin 240 to fit through all respective pin holes 216, 234.

FIG. 9 is a front view of the strap-engagement portion 220 of the anchor 200 of FIG. 6, and shows the position of a pivot member receiving hole 222 which extends from a bottom portion of the strap-engagement portion 220 through to a bottom portion of a strap hole 224.

The strap-engagement portion 220 and strap hole 224 is dimensioned suitable for receiving a strap.

Turning to the manufacture of this load security assembly, the anchoring track 200 is fashioned from a roll of 3mm thick steel strip cut to an appropriate width from a wider roll of steel strip. The cut roll of steel strip is then gradually unrolled along its length through a series of rollers arranged to gently persuade the strip to deform to give the desired delta-shaped cross-sectional profile across the strip's width. This process is continued until the desired cross-sectional profile is obtained along the entire length of the strip, to give a cross-section akin to either a top track 100a, as per FIG. 4, or a side track 100b, as per FIG. 5. The tracks 100 are then cut by laser to a length appropriate for the length of the load carrying surface 20 of the lorry 10, in this case 13.5m.

Several lengths of top track 100a are laid down in respective channels pre-formed along the length of the load carrying surface 20, so that each track 100 rests on the series of cross- members 70. The bottom of each track 100a is then welded to the top surface of each of the spaced cross-members 70. Access for welding is obtained underneath the lorry 10 through gaps between the respective cross-members.

Side tracks 100b are likewise placed within channels pre-formed in both the side of the load carrying surface 20 and also the side of the cross-members 70 (see FIG. 2 and 3). The bottom of each track 100b and their respective rave rails 120 are then welded to the side surfaces of the spaced cross-members 70.

Electrical cables 90 and pneumatic tubing 90 are threaded, as required, through the cable channels 130 of the tracks 100.

Most of the component parts of the anchor 200, including the track-engagement member 210, strap-engagement member 220, and pivot member 230, are formed via a drop- forging process within a die. Such heat treatment gives rise to die hardened steel with a grain structure that follows the contours/shape of the respective component parts. This special grain structure imparts extra strength for withstanding the very high levels of tensile stress exerted upon these components when a load is perturbed in a road traffic accident. These component parts are then cooled to fix the grain before another round of heat treating, passivating and finally galvanising with a zinc coating.

In this example the securing pin 240 is lathed manufactured from toughened steel to allow it to withstand tensions of up to 6500 Kg.

The component parts of the anchor 200 are assembled by first threading the pivot member 230 through the strap hole 224 and pivot member receiving hole 222 of the strap- engagement member 220 until the flange 236 abuts the rim of the hole 222. The saddle 232 of the pivot member 230 is then arranged to sit within the pivot member seat 214 of the track- engagement member 210 in order that the pin holes 216, 234 are aligned. The securing pin 240 is then inserted through the pin holes 216, 234 and secured therein before being capped. FIG. 10 shows how the anchor 200 is introduced to engage the track 100 by first partially engaging the anchor 200a before twisting it to give a fully engaged anchor 200b . The thickness of the track-engagement member 210 is less than the width at a mouth 112 of the anchor receiving channel 110, thus allowing the track-engagement member 210 to be vertically inserted so as to first lie lengthways 200a within the channel 1 10 in a "received configuration". The track-engagement member 210 may then be rotated by 90° within the channel 1 10 so that it then lies widthways 200b within the channel 110 in an "engaged configuration" so that it can no long be vertically removed by an upward vertical force.

Anchors 200 may therefore be inserted into the track 100 to surround an unsecured load 30 already in place upon the load carrying surface 20. Nylon ratchet straps 50 may then be threaded through the strap holes 224 of a pair of latitudinally or longitudinally spaced anchors

200 so that the straps extend over a load to be secured 30, before tensioning the straps 50 with the standard ratchets. As tension is applied, the component parts of the anchors 200 will pivot relative to each other until an equilibrium configuration is reached whereby joint stress is minimised.

It will be understood by the skilled person that the principles of the present invention are equally applicable to tracks/anchors with reversed polarity. For instance, instead of the track being a "female" channel and the anchor being a "male" engagement-member, the track may be a "male" engagement member and the anchor may have a "female" channel for receiving the track. Moreover, the track and anchor may be a mixture of male and female portions.

It will also be understood by the skilled person that top tracks 100a can equally become

"bottom tracks" in alternative embodiments where a load is anchored to a ceiling surface by virtue of tracks in/on a ceiling. Equally such tracks 100 may be applied to walls so a load can be anchored to such walls. In these scenarios, the load is anchored to the tracks against a gravitational force.

FIG. 11 shows the present invention in use upon a pallet 30, whereby tracks 100 extend along the sides of a top face of the pallet 30. Anchors 200 such as those described above may then be used to anchor a net over otherwise unstable goods upon the pallet 30.

FIG. 12 shows an improved embodiment of a pallet 30, whereby the tracks 100 extend along the side face of the pallet 30, thus allowing more room on the pallet itself for securing goods. Upon such pallets the side tracks 100b with rave rails 120 as described above are advantageously employed.

Although a few preferred embodiments have been shown and described, it will be appreciated by those skilled in the art that various changes and modifications might be made without departing from the scope of the invention, as defined in the appended claims. Attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

All of the features disclosed in this specification (including any accompanying claims, abstract and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

Each feature disclosed in this specification (including any accompanying claims, abstract and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims, abstract and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.

Claims

1. A load security assembly comprising an anchoring track to which a load can be anchored.

2. The load security assembly as claimed in claim 1 , wherein the anchoring track is arranged to receive and engage an anchor.

3. The load security assembly as claimed in claim 2, wherein the anchoring track is arranged to allow the anchor to be moveable within or along the anchoring track.

4. The load security assembly as claimed in any preceding claim, comprising an anchor having a track-engagement member; wherein the anchoring track is engaged with the anchor via the track-engagement member.

5. The load security assembly as claimed in claim 4, wherein the anchor is releasably engaged with the anchoring track.

6. The load security assembly as claimed in any of claims 4 to 5, wherein the anchor comprises a strap-engagement member.

7. The load security assembly as claimed in claim 6, wherein the strap-engagement member is pivotable about at least one axis relative to the track-engagement member.

8. The load security assembly as claimed in any preceding claim wherein the anchoring track comprises a cable channel.

9. The load security assembly as claimed in any preceding claim, comprising a plurality of anchoring tracks.

10. A load carrier comprising a load carrying surface and the load security assembly as claimed in any of claims 1 to 9.

11. The load carrier as claimed in claim 10, wherein at least part of the anchoring track is located within external dimensions of the load carrying surface.

12. An anchoring track to which a load can be anchored, as described in any of claims 1 to 9.

13. An anchor for the anchoring track described in any of claims 1 to 9.

14. The anchor as claimed in claim 13, wherein the anchor is releasably engagable with the anchoring track.

15. A method of securing a load, comprising the steps of: i) providing an anchoring track to which the load can be anchored; ii) anchoring the load to the track.