STATEMENTS REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT [0002] Not applicable.

REFERENCE TO A MICROFICHE APPENDIX [0003] Not applicable.

BACKGROUND OF THE INVENTION Description of the Related Art [0004] Referring to Fig. 1, within the chemical transportation industry, trailers 16 such as MC/DOT 307, MC/DOT 407 certified transportation trailers 16 are used to transport a wide range of hazardous liquid and non-hazardous liquid cargoes.

[0005] These bulk container trailers 16 can be single or multi-compartment, each compartment capable of holding thousands of gallons or barrels of potentially hazardous liquids or non-hazardous liquids as defined in Hazmat books such as the Emergency Response Handbook or by diamond shaped placards 15 posted on the trailer 16. These chemical liquids rank from non-hazardous to immediately life threatening upon release or exposure to humans or the environment. There are tens of thousands of these trailers 16 being moved across the United States, and other countries, daily. At night, these trailers 16 are parked by the thousands along every major thoroughfare and in every major city at truck stops and in roadside parks.

[0006] Referring to Fig. 2A, each compartment of each trailer 16 is normally equipped with a two stage valve system 23 used to load and contain the liquid during transport, and to off load the liquid cargo at the designated off-loading terminals.

[0007] The two stage valve system 23 has, as the first stage, an internal hydraulic activated valve 2 (see also Fig. 2B), mounted into the interior of the trailer 16. The second stage is a manually operated gate or globe valve 3 downstream of the internal hydraulic valve 2. The internal hydraulic valve 2 is activated by means of an external hydraulic pump 1 which supplies approximately 2000 psig of hydraulic pressure by means of hydraulic fluid line 17 to the internal hydraulic valve 2. Although it is not shown in the drawings, in prior art systems, the hydraulic fluid line 17 runs directly from the pump 1 to the internal hydraulic valve 2. In its normal non-activated state, the internal hydraulic valve 2 is forced closed by means of an internal spring 10 which keeps the internal hydraulic valve 2 closed until the approximate 2000 psig of hydraulic pressure which is activated by pump handle 30 and applied from the external hydraulic pump 1, overcomes the spring 10 force and opens the internal hydraulic valve 2. The liquid (s) from the trailer 16 move through the internal hydraulic valve 2, through line 32 and are stopped at the normally closed manual valve 3.

When a discharge hose is connected from the camlock connection 4 downstream of the manual valve 3, to the receiving tank (not shown), the manual valve 3 is then opened by the driver or operator to controllably discharge the liquid (s) from the trailer 16 to the receiving tank. Accordingly, the liquids can be directly unloaded by accessing and activating the hydraulic pump 1 and opening the manual valve 3.

[0008] A need has been recognized to restrict access to the operation of the internal hydraulic valve 2 due to safety concerns or incidents of unauthorized dumping of hazardous loads by disgruntled employees and to protect against malicious mischief or terrorist acts.

These unauthorized releases can cause death, injury, hazardous spills, and exposures to masses of people.

[0009] Referring to Figs. 3-4, one such method of protection used is an encasement 11 for enclosing the external hydraulic pump 1, secured by use of a padlock (not shown) connected through brackets 13 & 34. However, this method of protection is easily overcome by use of a set of readily accessed bolt cutters. Referring to Fig. 5, some companies have installed hasps 14a & 14b respectively on the external hydraulic pump pumping arm 30 and on the external body of hydraulic pump 1. Again this safety device is readily overcome by bolt cutters. In addition many drivers do not consistently lock the systems as designed.

[0010] The preceding describes one embodiment of a prior transportation system.

Many others with transportation related safety issues are known.

BRIEF SUMMARY OF THE INVENTION [0011] A safety device for a transportation enclosure has a source of a motive medium mounted on the transportation enclosure. A locking device is also mounted on the transportation enclosure. A line connects the source of the motive medium to the locking device. A device to be locked, also mounted on the transportation enclosure, is selectively engagable by the locking device. A controlling device is in communication with the safety device, either directly with the locking device or indirectly via the source of the motive medium or the line.

[0012] Certain embodiments of this invention are not limited to any particular individual features disclosed, but include combinations of features distinguished from the prior art in their structures and functions. Features of the invention have been broadly described so that the detailed descriptions that follow may be better understood, and in order that the contributions of this invention to the arts may be better appreciated. There are, of course, additional aspects of the invention described below. These may be included in the subject matter of the claims to this invention. Those skilled in the art that have the benefit of this invention, its teachings, and suggestions will appreciate that the conceptions of this disclosure may be used as a creative basis for designing other structures, methods and systems for carrying out and practicing the present invention. The claims of this invention are to be read to include any legally equivalent devices or methods which do not depart from the spirit and scope of the present invention.

[0013] The present invention recognizes, addresses and meets the previously-mentioned preferences or objectives in its various possible embodiments and equivalents thereof. To one of skill in this art who has the benefit of this invention's realizations, teachings, disclosures, and suggestions, other purposes and advantages will be appreciated from the following description and the accompanying drawings. The detail in the description is not intended to thwart this patent's object to claim this invention no matter how others may later disguise it by variations in form or additions of further improvements. These descriptions illustrate certain preferred embodiments and are not to be used to improperly limit the scope of the invention which may have other equally effective or legally equivalent embodiments.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS [0014] Fig. 1 is a view of a prior art system.

Fig. 2 is a block diagram of an embodiment of the invention.

Fig. 2A is a schematic view of an embodiment of the invention.

Fig. 2B is an elevational view, in section, of an internal hydraulic valve.

Fig. 3 is a perspective view of a prior art system.

Fig. 4 is a perspective view of a prior art system.

Fig. 5 is a perspective view of a prior art system.

Fig. 6 is an elevational view of a cab, gas system and trailer.

Fig. 7A is a schematic view of a gasoline tank trailer embodiment of the invention with the motive gas off and controls disabled/locking device engaged.

Fig. 7B is a schematic view of a gasoline tank trailer embodiment of the invention with the motive gas on and controls enabled/locking device disengaged.

Fig. 8A is a schematic view of a food grade tank trailer embodiment of the invention with the motive gas off and controls disabled.

Fig. 8B is a schematic view of a food grade tank trailer embodiment of the invention with the motive gas on and controls enabled.

Fig. 9A is a schematic view of a box trailer or van with roll-up door embodiment of the invention with the locking device engaged.

Fig. 9B is a schematic view of a box trailer or van with roll-up door embodiment of the invention with the locking device disengaged.

Fig 9C is a side view of an embodiment similar to Fig. 9A showing the locking device engaged at the top of a roll-up door.

Fig. 9D is a schematic view of a box trailer or van with swing doors embodiment of the invention with the locking device engaged.

Fig. 9E is a schematic view of a box trailer or van with swing doors embodiment of the invention with the locking device disengaged.

Fig. 1 OA is a schematic view of a LPGas tank trailer embodiment of the invention with the motive gas off and the system disabled/locking device engaged.

Fig. 10B is a schematic view of a LPGas tank trailer embodiment of the invention with the motive gas on and system enabled/locking device disengaged.

Fig. 10C is a schematic view of the locking device shown retracted.

Fig. 1 CD is a schematic view of the locking device shown extended.

Fig. 11A is a schematic view of an ocean container or railroad boxcar embodiment of the invention with the locking device engaged.

Fig. 11B is a schematic view of an ocean container or railroad boxcar embodiment of the invention with the locking device disengaged.

DETAILED DESCRIPTION OF THE INVENTION [0015] Referring to Fig. 2, a general view of a safety device 120 (e. g. safety lock device 40 shown in Fig. 2A) for a transportation enclosure 122 is shown. The transportation enclosure 122 can be, for example, but not limited to, a trailer 16 (Fig. 2A), a railcar, a backhoe/front end loader, a shipping container, a crane, etc. The safety device 120 has a locking device 124 which selectively engages a device to be locked 126. A source of a motive medium 128 is connected by a line 130 to the locking device 124. The source of the motive medium 128 may be mounted on the transportation enclosure 122 (e. g. either directly on a trailer 16 or indirectly by mounting externally on the trailer 16, controlled from the cab 42). A controlling device or devices 132 may communicate via line 134 with one or more sources of the motive medium 128, the locking device 124, and/or a valve/switch 136 in line 130. The controlling device 132 can be local (e. g. , hand controls or keypad), remote (e. g. global positioning satellite or"gps"), or local and remote. The source of the motive medium 128 can, for example, be a source of pressurized gas. The valve (s) /switch (es) 136 can be powered by an electric battery/motor, etc. Also by way of example, the device to be locked 126, in the various embodiments, could be a hydraulic pump 1, a hydraulic line 17a, b, an internal hydraulic valve 2, a receiving bracket 52, etc. , several of which are addressed in the various embodiments discussed-below.

[0016] Referring to Fig. 2A, in one embodiment a safety lock device 40 is typically retrofitted to an existing trailer 16 such that the components described above from the prior art are normally used with the safety device 40. The safety device 40 generally has a valve 5a (such as a spring loaded valve commercially available from the Doering Company as a cartridge valve 2PB series) and a flow chamber 5b (such as one commercially available from Parker Hannifin Corporation, Hydraulic Valve Division, of Elyria, Ohio, as a two step valve body, series B08-2) which is normally closed by the valve Sa. The safety device 40 may be mounted to the frame of the trailer 16 and is connected to the hydraulic line 17a, b between the hydraulic pump 1 and the internal hydraulic valve 2. The safety device 40 is designed to give a positive shutoff to the internal hydraulic valve 2 and assure positively that no unauthorized dumping or offloading of a hazardous chemical is possible.

[0017] As mentioned the safety device 40 has a flow chamber 5b which is normally closed by a spring loaded valve 5a. However, pressurized air/gas may be used to overcome the force of the spring and thereby open the flow chamber 5b. Accordingly, the safety device 40 has three ports 6,7, 8. Port 6 is the hydraulic fluid/oil inlet from the external hydraulic pump 1 connected via line 17b. Port 7 is the hydraulic fluid outlet from the safety device 40 to the internal hydraulic valve 2 connected via line 17a. Port 8 is an air/gas inlet connected to air/gas line 9. Air/gas line 9 may be mounted to the frame of trailer 16 and connected to a standard trailer air/gas-braking system.

[0018] In normal operation, the safety device 40 is activated, meaning the truck/tractor cab 42 (Fig. 6) is attached to the trailer 16, the driver has the truck engine running and the air/gas system or source of a pressurized gas 44 is engaged, by for example a control lever/button (not shown) located in the cab 42, thereby allowing air/gas pressure normally supplied at fifty to one hundred twenty-five psi to flow through line 9 into port 8 and overcome spring force on the safety device 40. It is to be understood that air/gas can be supplied by either a truck air/gas system 44 or a plant/facility air/gas system. This allows normal operation of the external hydraulic pump 1 and the internal hydraulic valve 2 for the purpose of, for example, bottom loading, and authorized controlled offloading by designated personnel.

[0019] As a means of protection, however, the system will not allow unauthorized offloading or dumping in such places as truck stops or roadside parks. When the trailer 16 is parked, the air/gas is normally removed from the braking system. This lack of a pressurized air/gas supply allows the spring-loaded safety device 40 to act as a positive shutoff check valve against the external hydraulic pump 1. If the external hydraulic pump 2 is used by unauthorized personnel, the safety device 40 prevents hydraulic pressure in the hydraulic line 17b from reaching the internal hydraulic valve 2 with sufficient pressure to force the internal hydraulic valve 2 to open. This positively secures the load, making it tamper proof.

[0020] In another embodiment of the invention the safety device 40 can be designed as an integral part, internal to the body of the hydraulic valve 2.

[0021] Other higher level protections can be added by encompassing features such as keyed air/gas operated solenoid valves in the air/gas line or even digital remote controlled keyed solenoids in either hydraulic line 17 or air/gas line 9.

[0022] The system can be adapted for use in other applications, such as, for example, use in railcar systems.

[0023] The above system uses a methodology of using the air/gas brake system of the tractor and/or trailer to provide a locking device within the hydraulic line between the internal valve and the external hydraulic pump. In all cases, a locking system for various types of transportation holds, trailers or containers is provided. For the transportation industry, the tractor trailer air/gas braking system can be used to provide the air/gas. For containers like the ocean containers that are used for cargo shipments on ships, the system can be installed and utilize another portable air/gas supply. There are several applications for such"Lock-in- Load"systems, some of these being: chemical trailers, fuel or gasoline trailers, food grade trailers, box or van trailers, and LPG tankers.

[0024] While each of the several applications is for a different use, all of the transportation systems in the preferred embodiment would use the same brake system (e. g. air/gas brake) methodology (e. g. like the chemical trailer description from above). While an air/gas brake system is preferred, electrical or fluid power could be utilized. The constant for all systems/devices is that the"Lock-in-Load"systems provide a positive lock when the trailer brakes are set and require a specific driver action to supply air/gas to the system to allow access to the load, whether it be chemical, gasoline, food, freight, or LPG. In addition to the system (s) described above, some other representative applications and variations are described below: [0025] Gasoline Trailers and Food Grade Trailers-Existing gasoline or fuel trailers have either cable or air/gas operated internal valves. The cables are a manual control device that operates the internal valve of a trailer, similar to the internal valve of a chemical trailer.

When the control levers are pulled to a set position, the internal valves are opened and the driver can open an external valve to access the load of gasoline. The air/gas operated internal valves are similar to those on the chemical trailers discussed above except that the internal valve operates off of pneumatic pressure. Both systems have a type of enclosure around the control levers. The box has hinged doors and at times is equipped to be locked with a padlock. The Food Grade Trailers have a similar box on the trailer that restricts access to the loading and unloading valves.

[0026] Referring to Figs. 7A, 7B, 8A and 8B the"Lock-in-Load"system uses a pneumatic cylinder 50 that is air/gas pressurized to close, spring loaded open, such as a Bimba Air/gas Cylinder. The system also has a receiving bracket 52, such as, for example, L-shaped, sleeve or other known design, which attaches to one side of the access door 54.

The bracket 52 has a hole aligned to allow the air/gas cylinder piston rod 56 to slide through the hole when air/gas is removed from the cylinder 50. When air/gas is applied to the cylinder 50, the cylinder piston rod 56 retracts. In the retracted position, the access door 54 opens and closes normally, allowing the driver to access the controls inside the control box 54. When air/gas is off the cylinder 50, the piston rod 56 slides through the hole in the bracket 52, effectively locking the enclosure/box 58 from the inside. Access is not available.

This makes the fuel or food grade trailer, respectively 60 and 61, safer and restricts access to authorized personnel only. Pressurized air/gas is fed to the pneumatic cylinder 50 by a supply line 62 via a valve 64 and a source of pressurized air/gas 66.

[0027] Box or Van Trailers-Existing box or van trailers have doors that either swing out on hinges or roll up on tracks. The prior art for locking is by using padlocks and car seals on the external locking mechanisms for the doors. Referring to Figs. 9A, 9B, 9C, 9D and 9E the"Lock-in-Load"system uses the same or similar type of pneumatic cylinder 50 and bracket 52a arrangement as described in the Gasoline and Food Grade Trailers 60 and 61 above. The pneumatic cylinder 50 can be installed along the side of the internal trailer wall 68 with the piston rod 56 extending toward the access doors 70 of the trailer. In the case of the roll up doors (Fig. 9C), the piston rod 56 can be extended via spring or air/gas to obstruct the operation of the roll up doors 70a, not allowing access from the outside of the trailer 72a.

When the air/gas is applied to the cylinder 50, the piston rod 56 retracts and allows access to the trailer 72a by manually opening from the outside of the trailer 72a. In the case of the swinging doors 70b (Figs. 9D and 9E), the air/gas cylinder 50 can be mounted to the side walls 68b internally on the trailer 72b (some installations may require floor mounting of the air/gas cylinder 50). The bracket 52b as described above would be aligned to allow the piston rod 56 on the air/gas cylinder 50 to extend through the hole in the bracket 52b, thereby restricting access to the trailer 72b by not allowing the doors 70b to be opened from the outside. The mounting can be cylinder 50 on the doors 70b and bracket 52b on the walls 68b or vice versa. Operation of the system requires air/gas supplied and operated from the redline 66 at the glad-hand 66a and operates the same as described above. With no air/gas on the system, the"Lock-in-Load"system is in the locked position and when air/gas is applied to the system, the lock is disengaged and access is allowed as per normal.

[0028] Referring to Figs. 10A and 10B"LPG"trailers-Liquid Propane Gas Trailers (also used for various other gases such as Butadiene, Anhydrous Ammonia) are operated using a cable or air/gas system 80 to access the internal valve 82. This cable system 80 works off of pivot point (s) 84. Cables 86 are attached to the internal valve 82 to allow tripping, by pulling on the cable 86 via a handle 88. The cable 86 and pivot (s) 84 allows the driver to stop delivering the gas or liquid by pulling on the emergency handle 88 attached to the cable 86. Emergency handles 88 are located at the front and rear of each trailer 90. The propane trailers 90 have control levers 92 that are not typically locked in an enclosure.

However, the emergency cable system 80 has a connection 94 within or to the control lever 92 engagement that is part of the overall cable or trip system 80.

[0028] Referring to Figs. 10A-lOD, the"Lock-in-Load"LPG system incorporates a pneumatic air/gas cylinder 50, such as a Bimba Air/gas Cylinder into the emergency cable system 80 at each end of the trailer 90. The"Lock-in-Load"system can be installed via bolting or welding onto cable 86 via an angle iron type housing 97 and mounted to the fender or frame 98 of the LPG trailer 90. The cylinder 50 is mounted to a linkage 96 and can be air/gas to open or air/gas to close, depending on how it is installed. Preferably, the cylinder 50 is air/gas to open. The trailer emergency cable system 80 has the cable 86 routed through the"Lock-in-Load"linkage 96 through a hole in the linkage 96. While the cable is fully extended, to the emergency shutdown position (Figs. 10B and 10C), a piece 101 having a diameter larger than the hole through the linkage 96 is crimped to the cable 86 such that cable 86 moves relative to the stroke for the air/gas cylinder piston rod 56 when the linkage 96 at end 100 strikes the piece 101. Referring to Fig. 10A, this ensures that when no air/gas is on the cylinder 50, the internal valve and control valves are inoperable on the LPG tanker.

When air/gas is applied, using the same methodology as described above, the air/gas cylinder piston rod 56 retracts into cylinder 50 and the controls and valving operates as designed.

This system does not encumber the existing emergency system on the LPG trailer.

[0029] Ocean Containers, Railroad box containers 102 used for ocean going or railcar cargo have swing type or roll type doors 104 for access and are typically locked using padlocks (not shown).

[0030] The"Lock-in-Load"system shown in Figs. 11A and 11B would operate similar to the box and van trailer system shown in Figs. 9D and 9E, but would not have normal air/gas access like for the vehicle transportation systems. While the internal locking would be the same, air/gas would need to be provided from an alternate source 106, such as an air/gas tank or air/gas supply system.

[0031] With all the above systems, a relay/valve/switch 110 can be installed within the air/gas/gas line system 62 that can be controlled either open or closed using radio, cellular, satellite, telephone, or such systems. This allows for integration with a satellite tracking technology, such as a global positioning satellite system 111, or similar technologies. In this case, if a trailer is hijacked, the satellite signal could close the relay 110 in the gas line 62, effectively locking the trailer where after no one could access or enable unloading until another signal is sent to release the gas to the"Lock-in-Load"locking system.

[0032] All systems described above have a pneumatic powered system. However, each embodiment could be modified to implement an electric powered system, a hydraulic powered system, or the like.

[0033] In conclusion, therefore, it is seen that the present invention and the embodiments disclosed herein and those covered by the claims are well adapted to carry out the objectives and obtain the ends set forth. Certain changes can be made in the subject matter without departing from the spirit and the scope of this invention. It is realized that changes are possible within the scope of this invention and it is further intended that each element or step recited in any claims is to be understood as referring to all equivalent elements or steps. The claims are intended to cover the invention as broadly as legally possible in whatever form it may be utilized.