Field of the invention

The present invention relates to devices for the securement of cargo strap assemblies.

Background to the invention Cargo strap assemblies, which are often used to secure cargo to support structures of lorries, trucks and other vehicles, typically are provided with a connection means such as a hook at each end of a strap. In use, a first hook, at the first end of the strap, is engaged with a first side rail of the vehicle support structure. The other second end of the strap is thrown by a user over the top of the cargo to the other second side rail of the support structure of the vehicle. The friction of the strap against the cargo is sometimes sufficient to maintain the position of the first cargo hook, hooked underneath the first side rail whilst the user travels to the other side of the vehicle to engage the second hook with the other side rail. The cargo strap assembly typically also includes a tensioning mechanism that the user can then operate to shorten the effective length of the strap between the two hooks. This increases the force with which both hooks are urged upwards into engagement with their respective side rail, and tightens the strap against the cargo, restraining its position on the support structure.

A problem associated with the use of such cargo strap assemblies is that the first hook can fall under its own weight, and so become disengaged with the first side rail of the support structure. This may occur when a user is travelling around to the other side of the vehicle to engage the second hook. Thus, a single user attempting to secure both hooks of a cargo strap assembly may need to take more than one visit to each side rail to properly engage both hooks. This is frustrating and counter-productive.

It is against this background that the present invention has been conceived. Summary of the invention

According to a first aspect of the present invention there is provided a securement device for a cargo strap assembly. The securement device may be arranged for detachable attachment to a strap of a cargo strap assembly. The securement device may comprise a fastening means. The fastening means may be arranged, in use, to form a collar around the strap of the cargo strap assembly, thereby to permit attachment of the securement device to the strap. The securement device may comprise a first magnet for magnetically engaging the device to a support structure. The securement device may comprise a body connecting the first magnet and the fastening means to one another.

Advantageously, this arrangement allows a cargo strap assembly to be provided with a means for preventing disengagement of the first hook from the first side rail. In particular, when the securement device is attached to the strap of a cargo strap assembly, the first hook can be brought into engagement with a first side rail, and the strap can be urged upwards by a user to maintain the engagement of the hook. Subsequently, a part of the strap to which the securement device is attached can be magnetically engaged to the support structure of a vehicle - typically above the first hook. A user merely needs to maintain the tension in the strap following engagement of the first hook until the securement device is magnetically attached. Following magnetic attachment of the securement device to the support structure, the user need not maintain the tension in the strap; the first magnet of the securement device is strong enough to stop the first hook from falling under its own weight, allowing the cargo securing operation described above to be carried out without the risk of disengagement of the first hook.

Advantageously, as the fastening means is arranged to form a collar around the strap, this allows retrofitting of the securement device to standard cargo strap assemblies. This provides a low-cost solution to the problem of hook disengagement, as it allows the advantages provided by the securement device to be realised with already-existing cargo strap assemblies.

A further advantage of the device resides in the forming, by the fastening means, of a collar around the strap. A user can choose where along the strap the fastening means forms the collar. Accordingly, this allows the securement device to be positioned at any location along the cargo strap, thereby varying the distance between the first hook and the securement device. This enables the device to work with a variety of differently-shaped vehicle support structures. The distance between the first hook and the securement device can be adjusted and so the securement device can be positioned on the support structure at an optimum location to maximise the reliability of the magnetic connection. A user is able to choose the best location of the support structure, especially with regard to the physical properties of different parts of the support structure. For example, a user is better able to choose to connect the securement device to a part of the support structure that is generally above the hook, contains a ferrous material, and has a relatively even surface against which the first magnet of the device can be brought into contact. Preferably, the body comprises an engagement face for facing towards a support structure during magnetic engagement of the device with the support structure.

Preferably, the first magnet comprises an engagement surface. The engagement surface ideally substantially corresponds to a pole of the first magnet. Preferably, the engagement face of the body, and the engagement surface of the first magnet are substantially aligned with one another. Moreover, the engagement face of the body may be substantially planar, and the engagement surface of the first magnet may be substantially planar, and each may be substantially flush with one another.

The body may define a recess being shaped and arranged in complement with the first magnet such that the first magnet is held within the body, substantially leaving only the engagement surface of the first magnet exposed. Advantageously, this ensures that the body forms a protective mantle around the magnet, minimising damage to it, and also minimises the occurrence of unintentional misalignment of the first magnet with a support structure, in use of the device. The body may be constructed from an integral piece of material. Ideally, the body is constructed from an integral piece of plastics material. This may be created via an injection-moulding process. This minimises the cost of production of the securement device.

Preferably, the first magnet is held within the recess defined by the body via adhesive. To this end, the recess may define adhesive channels into which adhesive is flowable during manufacture of the securement device. In particular, during manufacture, a small quantity of flowable adhesive is deposited within the recess, the first magnet is inserted into the recess, and an underside of the first magnet bears against the adhesive, causing it to spread within the recess and into and along the adhesive channels. Advantageously, the adhesive channels minimise excess adhesive run-off beyond the recess (e.g. to the engagement face of the body). Furthermore, the adhesive channels increases the surface area over which the adhesive is bonded to the body, thereby maximising the adhesion between the first magnet and the body.

In certain alternatives, the body may define a recess shaped and arranged in complement with the first magnet such that the first magnet can be held within the body via an interference fit. To this end, the material from which the body may be constructed from a material that undergoes elastic deformation during fitment of the first magnet into the recess, yet is sufficiently rigid to prevent withdrawal of the fitted first magnet under action of a force less than or equal to a maximum magnet force exerted between the first magnet and an unmagnetised ferromagnetic material, ideally contacting the engagement surface of the first magnet. Accordingly, during manufacture, the first magnet can be received into place within the recess via a sliding or snapping action. In further alternatives, the body may be moulded around the first magnet. Accordingly, during a moulding process, solidification of the material from which the body is

constructed will retain the first magnet.

Preferably, the securement device is switchable between: an open configuration, wherein the collar formed by the fastening means is open to allow fitment of the device to the strap of the cargo strap assembly; and a closed configuration, wherein the collar formed by the fastening means is closed around the strap of the cargo strap assembly, thereby attaching the device to the strap.

Advantageously, as the securement device can be switched from the open configuration to the closed configuration, and vice-versa, this allows the securement device to be reusable and adjustable.

Ideally, when in the open configuration, the fastening means, the body and the magnet remain attached to one another. Advantageously, this avoids the different components of the securement device from becoming separated from one another, and furthermore can ease the transition between the open and closed configurations. Preferably, the fastening means comprises a first end portion and a second end portion which are connected to one another to form the collar when the securement device is in the closed configuration, and which are parted from one another when the securement device is in the open configuration. Preferably, the first end portion and the second end portion comprise complementary engagement structures which are arranged to detachably engage with one another. This facilitates the switching between the open and closed configurations of the securement device. Preferably, the complementary engagement structures comprise hook and loop fasteners such as Velcro®. Preferably, the first end portion and the second end portion are connectable to one another at different locations, thereby allowing for adjustment of the effective circumference of the collar. Advantageously, this ensures that a snug and secure fit of the securement device to a strap of a cargo strap assembly. Preferably, the body comprises a strap-facing face which, in use of the securement device, faces towards the strap of the cargo strap assembly. Ideally, the strap-facing face is substantially planar in shape. Preferably, the body is substantially flat in shape, with the engagement face of the body forming an obverse first major face of the body, and the strap-facing face forming a reverse second major face of the body.

Preferably, the fastening means is arranged relative to the body so that when the collar is formed around the strap of the cargo strap assembly, the strap and the strap-facing face are held against one another, in conforming orientations.

Preferably, the fastening means comprises a flexible elongate member. Ideally, the flexible elongate member has a substantially regular cross-sectional area. For example, the flexible elongate member may be constructed from a textile, such as a strip of webbing - typically woven from synthetic fibres such as nylon, polyester or polypropylene.

The body may define a first aperture through which the fastening means is threaded in use, thereby to interconnect the body with the fastening means. Preferably, the body defines a second aperture, through which the fastening means is also threaded in use. The second aperture may be spaced from the first aperture, thereby allowing a fastening means threaded through each of the first and second apertures to be interconnected with the body at a pair of spaced connection locations. Advantageously, this stabilises the securement device in use, for example maintaining the reliability with which the device is held against the strap of the cargo strap assembly.

A further advantage is that the flexible elongate member may be easily unthreaded from the body, and a different flexible elongate member can be threaded through instead. This is useful for replacing the flexible elongate member when it becomes worn - for example via abrasion through frictional contact with the strap. Furthermore, a different length of flexible elongate member may be provided instead to adapt the securement device for fitment to a different width of cargo strap.

The first and/or second aperture may extend between the strap-facing face, and the attachment face of the body. Ideally, in use, the fastening means follows a path that extends in through one of the apertures, along one of the major faces of the body, and out from the other of the apertures. The path followed by the fastening means along said one of the major faces extends along the majority of the surface area of that face. These features are advantageous as they can further stabilise the securement device in use. Preferably, the fastening means comprises a flexible flat elongate member. Accordingly, when the securement device is in the open configuration, first and second end portions of the member can extend away from one another in opposite directions. Accordingly, the collar can be opened out and flattened. When the securement device is in the closed configuration, the first and second end portions can be folded back toward each other to meet and/or overlap. Thus they can define the collar of the fastening means that circumferentially encircles the strap to which the securement device is to be fitted.

The or each aperture may be in the form of a slot through which the fastening means is threaded in use, with a width of the fastening means and a width of the or each slot being approximately equal to one another. This presents an additional advantage of preventing twisting, in use, of the securement device relative to the strap to which it is attached via the fastening means.

Preferably, the fastening means is constructed from a textile material.

In certain alternatives, the fastening means may comprise a ratchet mechanism arranged to restrain against expansion of the collar from around the strap of the cargo strap assembly. The ratchet mechanism may be arranged to permit ratcheted contraction of the collar around the strap. The fastening means may comprise a head and a tail, with the head defining a mouth through which the tail of the fastening means is threaded to form the collar. The ratchet mechanism may be defined, at least in part, by the head. The fastening means may comprises a cable tie. Moreover, the fastening means may be a reusable cable tie. Accordingly, the fastening means may comprise a ratchet release mechanism.

The securement device may comprise a plurality of magnets. For example, a second magnet and/or a third magnet may be provided in addition to the first magnet. It will be understood that the properties of such additional magnets, and the features and advantages thereof may be the same as the first magnet, mutatis mutandis. For example, the second and/or third magnet may comprise a respective engagement faces, which ideally substantially corresponds to a pole of the respective second and/or third magnet. Moreover, where the securement device comprises a plurality of magnets, the

engagement face of the body, and the engagement surface of each the magnet may be substantially aligned with one another such that the body can mantle and protect each magnet. For the avoidance of doubt, this extends to how the other features of the securement device are arranged in view of the presence of any additional magnets. For example, the body may comprise a plurality of recesses that are shaped and arranged in complement with a corresponding magnet. Additionally, in alternatives, second or further additional magnets can be snap-fitted into place within such additional corresponding recesses, or the body may be moulded around the plurality of magnets.

Preferably, the plurality of magnets are spaced from one another, and may be positioned relative to the body of the device in a substantially regular arrangement. For example, the plurality of magnets may be arranged in an array or a matrix, ideally evenly distributed across the engagement face of the body. Advantageously, this facilitates a substantially regular distribution of force across the plurality of magnets in use, maximising connection reliability via the securement device between the strap and the support structure. The fastening means may comprise an adhesive, stitching or other attachment means by which the body can be attached to the strap of a cargo assembly.

According to a second aspect of the present invention there is provided a cargo strap assembly comprising at least one of: a strap, a first connection means such as a first hook, a second connection means such as a second hook, and a securement device according to the first aspect of the present invention. Preferably, the strap comprises a first end to which the first connection means is attached. The strap may comprise a second end to which the second connection means is attached. Preferably, the cargo strap assembly comprises a tensioning mechanism that may be disposed between the first and second end of the strap and may be operable to shorten the effective length of the strap. The securement device is positioned, in use, around a first end region of the strap that is proximal to the first end of the strap.

It will be understood that features and advantages of different aspects of the present invention may be combined or substituted with one another where context allows.

Furthermore, such features may themselves constitute further aspects of the present invention.

Brief description of the drawings

In order for the invention to be more readily understood, embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings in which: Figure 1 is an exploded perspective view of a securement device of a first embodiment of the present invention, the securement device comprising a body, a first magnet, a second magnet, and a fastening means; Figure 2a is a cut-away side view of the device of Figure 1 ;

Figure 2b is an enlarged partial view of that shown by Figure 2a;

Figure 3 is a perspective view of the securement device of Figure 1 ;

Figure 4 is an overhead view of the securement device of Figure 1 ; Figure 5 is a side view of the securement device of Figure 1 ;

Figure 6 is a front view of the securement device of Figure 1 ;

Figure 7 is an underneath view of the securement device of Figure 1 ;

Figure 8 is a perspective view of the body of securement device of Figure 1 , the body shown in isolation; Figure 9 is an overhead view of the body of Figure 8;

Figure 10 is a side view of the body of Figure 8;

Figure 11 is a front view of the body of Figure 8;

Figure 12 is an underneath view of the body of Figure 8;

Figure 13 is an underneath perspective view of the body of Figure 8; Figure 14a is a rear perspective view of a lorry having cargo secured thereon using a cargo strap assembly fitted with the securement device of Figure 1.

Figure 14b is an enlarged partial view of Figure 14a, in the region of the lorry where the securement device of Figure 1 is positioned in use;

Figure 14c is a further enlarged partial view of Figure 14b, in the region of the lorry where the securement device of Figure 1 is positioned in use;

Figures 15a to 15e are views of a first end region of a strap of the cargo strap assembly of Figures 14a fitted with the securement device of Figure 1 , wherein Figure 15a is a rear view, Figure 15b is a side view, Figure 15c is a front view, Figure 15d is a perspective rear view, and Figure 15e is a perspective front view of the strap; Figure 16 is an exploded perspective view of a securement device of a second

embodiment of the present invention, the securement device comprising a body, a first magnet, a second magnet, a third magnet, and a fastening means.

Figure 17a is a cut-away side view of the device of Figure 16; Figure 17b is an enlarged partial view of that shown by Figure 16a;

Figure 18 is a perspective view of the securement device of Figure 16;

Figure 19 is an overhead view of the securement device of Figure 16;

Figure 20 is a side view of the securement device of Figure 16;

Figure 21 is a front view of the securement device of Figure 16; Figure 22 is an underneath view of the securement device of Figure 16;

Figure 23 is a perspective view of the body of securement device of Figure 16, the body shown in isolation;

Figure 24 is an overhead view of the body of Figure 23; Figure 25 is a side view of the body of Figure 23; Figure 26 is a front view of the body of Figure 23;

Figure 27 is an underneath view of the body of Figure 23; and Figure 28 is an underneath perspective view of the body of Figure 23. Specific description of the preferred embodiments

Figure 1 is an exploded perspective view of a securement device 1 of a first embodiment of the present invention. The securement device comprises a body 80, a first magnet 40, a second magnet 50, and a fastening means 70 comprising a woven textile band 75. The securement device 1 can be easily retrofitted to prior-known cargo strap assemblies to improve the way they are utilised.

Figure 14a is a rear perspective view of a lorry 3 having cargo 33 secured onto its support structure 34. Referring to Figures 14b and 14c, the cargo 33 is secured using a cargo strap assembly 2 fitted with the securement device 1 of Figure 1. Figures 14b and 14c are partial and progressively enlarged views of Figure 14a in the region of the lorry 3 where the securement device 1 is positioned in use.

The cargo strap assembly 2 comprises a strap 20, a first claw hook 25, a second claw hook (not shown), and a tensioning mechanism (not shown). The strap 20 has a first end 21 to which the first hook 25 is attached, and a second end (not shown) to which the second hook is provided. The tensioning mechanism is disposed between the first end 21 of the strap 20 and the second hook and is operable to shorten the effective length of the strap 20 thereby to tighten the strap 20 against the cargo 33, restraining its position on the support structure 34 of the lorry 3, as shown in Figures 14a to 14c. The securement device 1 assists a user to easily achieve the arrangement shown in Figures 14a to 14c, as it can be positioned around the strap at any location along a first end region of the strap that is proximal to the first end 21 of the strap 20. Accordingly, during fitment of the cargo strap assembly 2, the first hook 25 can be lifted and brought into hooking engagement with a first side rail 31 of the lorry 3. A user maintains the engagement of the first hook 25 by urging the first end region of the strap 20 upwards to maintain the tension in it. Subsequently, a part of the strap 20 to which the securement device 1 is attached can be magnetically engaged to the support structure 34 of the lorry 3 directly above the first hook 25. A user merely needs to maintain the tension in the strap 20 following engagement of the first hook 25 until the securement device 1 is magnetically attached.

Following magnetic attachment of the securement device 1 to the support structure 34 of the lorry, the user need not maintain the tension in the strap; the securement device 1 prevents the first hook 25 and the first end region of the strap 20 from falling under their own weight, and so prevents disengagement of the first hook 25 from the first side rail 31 of the lorry 3. The other end that will bear the free second hook can then be thrown by the user over the top of the cargo 33 to the other side rail at the other side of the lorry 3. The user can then travel to that other side of the lorry 3 to secure the second hook to the second side rail without the problem of the first hook 25 disengaging with the first side rail 31. The retrofitting of the securement device 1 is made particularly convenient due to the nature of the fastening means 70 of the securement device 1. Specifically, the fastening means 70 is arranged to form a collar around the strap 20 of the cargo strap assembly, thereby to permit attachment of the securement device 1 to the strap 20. Moreover, the fastening means is switchable between an open configuration, wherein the collar is open to allow fitment of the device to the strap 20, and a closed configuration, wherein the collar is closed around the strap 20 of the cargo strap assembly 2. This allows attachment of the securement device 1 to the strap 20 at a location of the user's choosing. Thus, the securement device 1 can be adapted for reliable use with different vehicles, for example, having side rails and support structures that are spaced from one another at different distances.

Referring back to Figures 1 to 13, the components of the securement device will now be described in further detail.

Each of the first and second magnets 40, 50 are neodymium magnets which are disc- shaped, with their poles forming the major planar and circular surfaces of the magnets 40, 50. One of these major surfaces serves as an external engagement surface 41 , 51 to which each magnet 40, 50, and so the securement device 1 as a whole can be

magnetically engaged to an appropriate support structure. The other major surface is internal to the securement device 1 as will be described. The body 80, which connects the magnets 40, 50 to the fastening means 70, is produced via an injection-moulding process. To minimise cost, the body 80 is constructed from an integral piece of plastics material - in this case Acrylonitrile butadiene styrene (ABS). However, in alternatives, the body 80 may be formed of other materials and via other processes. Referring to Figures 8 to 13, the body 80 is substantially flat in shape, having two planar faces that are opposed to one another: an engagement face 82 which is an obverse first major face of the body 80, and a strap-facing face 81 which is a reverse second major face of the body 80.

A first recess 84 and a second recess 85 are defined in the body 80, interrupting the engagement face 82 of the body. Each recess 84, 85, is broadly disc-shaped and sized in complement with the respective first magnet 40 and the second magnet 50, such that each magnet can be snugly fitted into a respective recess 84, 85. The axial depth of each recess 84, 85 corresponds to an axial thickness of each respective magnet 40, 50, and so when each magnet is fitted to a respective recess 84, 85, as shown in Figure 5, only a respective engagement surface 41 , 51 of each magnet is substantially exposed.

Moreover, the engagement surface 41 of the first magnet 40, the engagement surface 51 of the second magnet 50, and the engagement face 82 of the body 80 are substantially aligned and flush with one another. It should be noted that whilst Figure 2a, 2b and 5 appear to show the magnets 40, 50 protruding slightly, this is for schematic clarity. In any case, it will be understood that a slight mismatch in alignment is generally acceptable in other embodiments of the present invention.

In general, alignment of the engagement face 82 of the body 80 and the engagement surfaces 41 , 51 of the magnets 40, 50 is preferred as this provides an optimal trade-off between protection of the magnets 40, 50, by the body 80, and a maximum possible magnetic adhesion. Notably, countersinking the magnets into the body 80 would separate the respective engagement surfaces 41 , 51 of the magnets 40, 50 from a support structure, and thereby reduce magnetic adhesion. On the other hand, allowing the magnets 40, 50 to protrude from the body 80, increases their liability to shatter when magnetically snapping to a support structure as the strike force is more likely to be transmitted directly to the magnets.

Referring to Figures 1 , 2a and 2b, each of the first and second recesses 84, 85, are not perfectly disc-shaped, but rather define at their bed an array of channels 83. The channels 83, are adhesive channels into which adhesive is flowable during manufacture of the securement device 1. During manufacture, a small quantity of flowable adhesive is deposited within each recess 84, 85. Each magnet 40, 50 is then inserted into a respective recess 84, 85, and an underside of each magnet 40, 50 (in particular, a respective internal major face 42, 52) bears against the adhesive, causing it to spread within the recess and into and along the respective array of adhesive channels.

The array of adhesive channels 83 minimise excess adhesive run-off beyond each recess (e.g. preventing run-off to the engagement face 82 of the body 80). Furthermore, the adhesive channels increases the surface area over which the adhesive can act, thereby maximising the adhesion between the each magnet 40, 50 and the body 80. Referring back to Figures 8 to 13, the body 80 defines a first slot 91 towards a first end 88 of the body 80 and a second slot 92 opposed and spaced from the first, and located towards a second end 89 of the body 80. Each slot 91 , 92, leads through from the engagement face 82 to the strap-facing face 81 of the body 80, and each slot 91 , 92 is elongate in a direction substantially parallel to the other. As shown in Figures 2a and 2b, the fastening means 70 is threaded through the slots 91 , 92, following a serpentine path that extends from the engagement face 82 of the body 80, through the first slot 91 , along the strap-facing face 81 of the body 80, through the second slot 92, and then back to the engagement face 82 of the body 80. The changing direction of the path causes the fastening means to frictionally engage with the body 80 at multiple contact regions, reducing the chance of unintentional slippage of the fastening means 70 relative to the body 80. This reliably interconnects the fastening means 70 and the body 80. Moreover, even when the fastening means 70 is in an open configuration, a significant and directed force is required to unthread the fastening means 70 from the body 80. Accordingly, the components of the securement device 1 remain connected to one another in normal use. This minimises the chance of one of the components being misplaced, and also eases fitment of the securement device 1 to a strap.

Referring to Figures 12 and 13, a central portion 81a of the strap-facing face 81 of the body 80 is countersunk relative to a peripheral portion 81 b of the strap-facing face 81 of the body 80. Accordingly, the central portion 81 a can accommodate the fastening means 70, with the countersunk depth roughly corresponding to a thickness of the fastening means 70. Moreover, the central portion of the strap-facing face 81 of the body 80 approximately corresponds to the segment of the path that runs along the strap-facing face 81 of the body between the two slots 91 , 92.

Referring to Figures 8 to 1 1 , the body 80 defines a first lip 93 located at a first end 88 of the body 80, the first lip forming a boundary of the first slot 91. The body 80 also defines a second lip 94 located at a second end 89 of the body 80, the second lip forming a boundary of the second slot 92. Each of the first and second lips 93, 94 are recessed relative to the engagement face 82 of the body 80 such that the fastening means 70, in use, is able to follow a path that does not extend beyond a plane flush with the engagement face 82. Accordingly, this ensures that the fastening means 70 isn't caught between the body 80 and the support structure to which it is attached - which would otherwise reduce the efficacy of magnetic attachment. It should be noted that the drawings, in particular Figures 1 to 3 and 5, show the fastening means 70 protruding beyond the plane flush with the engagement face 82. However, due to the flexible properties of the fastening means, in actual use, when the securement device is magnetically abutting a support structure, the fastening means 70 would more closely conform to the contour of the lips 93, 94. This is at least because of deflection via contact with the support structure, but moreover due to the fastening means 70 being tensioned around the lips 93, 94.

As mentioned, the fastening means comprises a woven textile band, and the fastening means is arranged to form a collar around the strap 20 of the cargo strap assembly, thereby to permit attachment of the securement device 1 to the strap 20. In particular, the fastening means comprises a first end portion 71 and a second end portion 72 which are connected to one another to form the collar around the strap, and which are parted from one another to open the collar to allow release from (or fitment to) a strap. As shown in Figure 2a, the first and second end portions of the fastening means comprise complementary engagement portions 71 a, 72a in the form of hook and loop fasteners, such as Velcro®, which permit reattachable and adjustable engagement.

In this particular embodiment, the extent of overlap between the first and second end portions 71 , 72 of the fastening means 70 influences the effective circumference of the collar formed by the fastening means - a greater overlap corresponding to a reduced circumference, and vice-versa. Moreover, the adjustable engagement in the present invention is substantially continuously variable between the smallest and largest effective circumferences, allowing the fastening means 70 to be fitted snugly and securely to the strap of a cargo strap assembly, and also to be adaptable to different strap widths.

The complementary engagement portions 71 a, 72a, are stitched to the textile band, and are positioned at the surfaces of the first and second end portions which face towards one another when the first and second end portions overlap. Naturally, the ability to reversibly disengage the first and second portions of the fastening means, together with the flexibility of the textile band allows the for the fastening means to be converted by a user between a closed loop shape and that which is open and elongate. When open, the first and second end portions are able to extend away from one another in opposite directions maximising the ease with which the band can fitted to or removed from around a strap 20.

In general, the fastening means 70 has a substantially regular width, thickness and length. The width of the fastening means 70, and a width of each slot is approximately equal to one another minimising twisting of the securement device 1 in use relative to the strap 20 to which it is attached.

Figures 15a to 15e show various perspective views of the first end region of the strap 20 the cargo strap assembly 2, with the securement device 1 fitted to the strap 20 as would be typical in use of the securement device 1.

When so fitted, the strap-facing face 81 the body 80 of the securement device faces inwards toward the strap 20, whereas the engagement face 82, and also the engagement surfaces 41 , 51 of the magnets 40, 50 faces away from the strap 20. Moreover, in the intended use of the device, the body 80 of the securement device 1 is located on a first surface 27 of the strap 20 which is on the same side as a point 26 of the first hook 25, and so the first surface 27 of the strap 20 typically faces towards the support structure 34 of the lorry 3 in use. The fastening means 70 emerges from the slots 91 , 92, in the body, and is able to wrap around a second surface 28 of the strap 20, reverse to the first surface 27. The first and second end portions 71 , 72 of the fastening means 70, are overlapped, with their complementary engagement portions brought into engaging contact, thereby securing a collar around the strap 20 of the cargo strap assembly.

The material from which the body 80 is constructed is rigid relative to the strap 20 and the fastening means 70. Accordingly, when a user tensions the fastening means to achieve a tight fit, this does not overly disrupt the form of the body 80, and so the strap 20 is not pinched. This ensures that the strap 20 and the strap-facing face 81 of the body 80 are held against one another in conforming orientations. Furthermore, the strap 20 remains substantially planar in shape in and around the region to which the securement device 1 is attached, and consequently enhances the reliability with which the strap 20 can be secured via the securement device 1 to the support structure of the lorry 3. A securement device 1a and components thereof of a second embodiment of the present invention is shown in Figures 16 to 28. The views shown in these drawings correspond respectively to the views shown in Figure 1 to 13 of the first embodiment thereby facilitating a direct comparison of the first and second embodiments of the invention. Moreover, it should be understood that the features and advantages of the first embodiment are generally correspondingly present in the second embodiment, with like reference numerals representing like components, and in the interests of brevity are not described again.

The main difference between these two embodiments relates to the number of magnets. The first embodiment comprises two magnets, whereas the second embodiment has three; a first magnet 40, a second magnet 50 and a third magnet 60. Naturally, the body 80 of the device 1 defines three correspondingly-sized and shaped recess 84, 85, 86 into which the magnets 40, 50, 60 are respectively received. The recesses are arranged as a linear array, each being positioned along a central region of the engagement face 82 of body 80, and so are distributed relatively evenly across the body 80. In further embodiments, a different number or arrangement of magnets can be used.

Through trial and error a person skilled in the art can determine the most optimum number and configuration of magnets for a particular use-case, and the body of the securement device can be provided with a corresponding number and arrangement of recesses. Whilst a single magnet, with a single point of magnetic connection may also be used, multiple magnets and/or multi-point magnetic connections are preferred to maximise the reliability of the connection between the securement device and an underlying support structure. Notably, multi-point magnetic engagement reduces the chance of unintentional rotation of the securement device about that single point of magnetic connection. It should be also noted that a multi-point magnetic engagement may be provided via a horseshoe-style magnet. In such a case, then the two opposite poles of a single magnet are provided at spaced locations relative to one another and the engagement face of the body. In a further alternative, the securement device may comprise a ferrous bridge positioned between two magnets having opposed poles facing in the same direction - thereby defining a horseshoe-style magnet.

Features of further embodiments of the invention will be apparent to those skilled in the art. For example, an advantage of the first and second embodiment relates to the possibility of the flexible elongate fastening means being threaded through and

unthreaded from the body. This allows for easy replacement when the fastening means become worn - for example, when the efficacy of its complementary engagement portions reduces due to use and dirt. Accordingly, further embodiments may comprise a set of fastening means.

In further alternatives, a different type of fastening means may be used. For example, a cable tie may be used as a fastening means. Accordingly, the fastening means will have a ratchet mechanism which allows the collar to be progressively tightened around the strap of the cargo strap assembly. It should be noted that whilst many cable ties are often single use - i.e. they can only be tightened - the fastening means may be a reusable cable tie comprising a ratchet release mechanism. Accordingly, in normal use, the cable tie generally restrains against expansion of the collar from around the strap of the cargo strap assembly, but permits ratcheted contraction of the collar around the strap. However, during operation of the ratchet release mechanism, the cable tie also permits expansion of the collar. In yet further embodiments,

Furthermore, further or alternative features of the cargo strap assembly as a whole will also be apparent to those skilled in the art. For example, whilst some alternatives may provide a cargo strap assembly having a strap with two hooks at either end, it will be known to those skilled in the art that the second hook may be connectable in use to a second free end of the strap via the tensioning mechanism, and thus the cargo strap assembly may be provided via two distinct components. Additionally, instead of the claw hook specifically shown in relation to the first

embodiment, different connection means may be provided. For example, where the connection means is a hook, it may be in the form of a delta hook, a rave hooks, a snap hook and a wire hook. Alternatively, a loop structure, such as a D-ring may be provided on the cargo strap assembly instead of a hook. In any case, a complementary connection structure is provided at the vehicle. Thus, when the connection means is a loop structure, a prong may be provided underneath the support structure of the vehicle which is encircled by the loop structure in use.

Although the invention has been described in conjunction with specific embodiments thereof, it is evident that many alternatives, modifications and variations will be apparent to those skilled in the art. Accordingly, it is intended to embrace all such alternatives, modifications and variations that fall within the scope of the appended claims.