US3799070A

US3799070A - Freight retaining bar

Info

Publication number: US3799070A
Application number: US00247974A
Authority: US
Inventors: A Munson
Original assignee: RAILWAY ENG AND SUPPLY CO Inc
Current assignee: RAILWAY ENG AND SUPPLY CO Inc
Priority date: 1972-04-27
Filing date: 1972-04-27
Publication date: 1974-03-26
Anticipated expiration: 1991-03-26

Abstract

A load restraining system particularly useful for restraining freight in railroad freight cars. The restraining system includes vertically spaced belt rails horizontally mounted along the opposite side walls of the freight car. A cross bar extends between the opposite walls and has end clamps mounted on its opposite ends for engagement with the belt rails. The end clamps may be selectively used with a variety of belt rails. Each end clamp includes a rigid support member having a rearwardly projecting portion which interconnects with the cross bar, and a frontwardly projecting hooked portion for selective interlocking engagement with both upwardly opening apertures or grooves and frontwardly opening apertures, both continuous and discontinuous with the upwardly opening apertures or grooves, in various types of belt rails. An intermediate portion is also provided on the support member for defining a housing which receives a movable member. The movable member selectively engages the side wall or an aperture in the side wall of the belt rail.

Description

United States Patent [191 Munson Mar. 26, 1974 [73] Assignee: Railway Engineering and Supply Company, Inc., Blue Island, 111.

[22] Filed: Apr. 27, 1972 [21] Appl. No.: 247,974

[52] US. Cl 105/369 B [51] Int. Cl B6ld 45/00, 1360p 7/14 [58] Field of Search 105/369 B [56] References Cited UNITED STATES PATENTS 3,534,692 10/1970 Val Verde 105/369 B 3,554,136 1/1971 Falk 105/369 B 2,769,404 11/1956 Dietrichson 105/369 B 3,114,336 12/1963 Schroeder et a1... 105/369 B 3,066,620 12/1962 Schroeder 105/369 B 3,227,102 1/1966 Shook 105/369 B 3,192,878 7/1965 Dunlap 105/369 B 3,130,690 4/1964 Johnston 105/369 B 3,071,086 l/l963 Dunlap 105/369 B 2,982.230 5/1961 Chapman 105/369 B Primary Examiner-Drayton E. Hoffman Attorney, Agent, or Firm-Molinare, Allegretti, Newitt & Witcoff 5 7 ABSTRACT A load restraining system particularly useful for restraining freight in railroad freight cars. The restraining system includes vertically spaced belt rails horizontally mounted along the opposite side walls of the freight car. A cross bar extends between the opposite walls and has end clamps mounted on its opposite ends for engagement with the belt rails. The end clamps may be selectively used with a variety of belt rails. Each end clamp includes a rigid support member having a rearwardly projecting portion which interconnects with the cross bar, and a frontwardly projecting hooked portion for selective interlocking engagement with both upwardly opening apertures or grooves and frontwardly opening apertures, both continuous and discontinuous with the upwardly opening apertures or grooves, in various types of belt rails. An intermediate portion is also provided on the support member for defining a housing which receives a movable member. The movable member selectively engages the side wall or an aperture in the side wall of the belt rail.

12 Claims, 18 Drawing Figures PMENTEB IIAR 2-6 I974 SHEET 1 [IF 4 FREIGHT RETAINING BAR BACKGROUND OF THE INVENTION FIELD OF THE INVENTION and DESCRIPTION OF THE PRIOR ART This invention relates to a load restraining system useful for preventing loads from undesireable shifting during transportation in railroad freight cars or the like, and it particularly relates to a load restraining system which has end clamps which may be interlocked with a variety of types of belt rails.

Whether freight or a load is being transported by truck, rail, or by air, one of the problems almost universally encountered is the manner of restraining the load being carried during transportation. There are a large variety of systems by which loads are commonly restrained during movement. Such systems include movable bulk heads in railroad box cars, various wall or floor anchors, strapping devices, clamping systems, racks, and the like. One of the most commonly used load restraining systems used for railroad cars generally comprises a cross bar with clamps at its opposite ends and the clamps engage belt rails horizontally mounted along the sides of the railroad car. The end clamps engage apertures or the like in the belt rails and the cross bar extends across the car and against the load so as to hold the load in a fixed position in the railroad car. A plurality of cross bar-end clamp assemblies may be used in each boxcar for restraining a load. It is important that these assemblies all be of sturdy construction because they undergo rather severe loading stress during use, and particularly during acceleration and decelaration,

Of the perhaps five or six cross bar type load restraining systems commercially used for railroad freight cars, all have generally been satisfactory, but there are certain disadvantages. For example, some of the load restraining systems using the cross bar arrangement are not easily handled as desired, and sometimes attaching and detaching the end clamps to and from the belt rails are not accomplished as easily desired. Furthermore, in some of the known cross bar type load restraining systems, operation thereof is time consuming and an undesireably low number of railroad cars are loaded over a given time period. Some load restraining systems have excessive maintenance problems. Also, some systems do not provide a truly positive locking arrangement between the end clamps on the cross bar assembly and the belt rails on the side wall of the railroad car.

Although known cross bar type load restraining systems may generally have one or'more of the disadvantages or drawbacks reviewed above, one drawback, believed to be common with all known such systems, is their lack of versatility, that is, one manufacturers end clamps fit its own belt rails and do not fit another manufacturers belt rail. As a result, the railroad must stock five or six types of end clamps so as to be sure to have the correct end clamps for a given belt rail. The belt rails are generally considered a permanent fixture within a railroad car. Even if one railroad decided to standardize as to one type of belt rail system and cross bar assembly for its own freight cars, it is well known that a freight train is made up of a great variety of freight cars from different railroads. Thus, as a practical matter, there is no great advantage for one railroad to attempt to standardize.

As a result, it is necessary for railroad yards to maintain a minimum inventory of end clamps for use with any of the belt rails which may be used in freight cars. It would clearly be highly advantageous to provide an end clamp arrangement which is useful with a variety of belt rails. Typical of such cross bar type load restraining devices are found in [1.8. Pat. Nos. 2,725,826; 2,837,039; 2,879,721; 3,066,620; 3,071,086; 3,114,336, 3,137,248; and 3,165,075.

SUMMARY OF THE INVENTION It is therefore an important object of the invention to provide an improved cross bar type of load restraining system which substantially avoids the disadvantage of prior art systems.

It is also an object of this invention to provide an improved cross bar type of load restraining system for use in railroad freight cars wherein the system is particularly characterized by its versatility in usefulness of its end clamps with a variety of commonly used belt rails of the type which are mounted along the sides ofa railroad freight car.

It is a further object of this invention to provide a highly versatile end clamp for use in a load restraining system which is not only characterized by its versatility, but also by its economy of construction and simplicity in use.

It is still another object of this invention to provide a load restraining system having an end clamp which is useful with a variety of belt rails, wherein fixed and movable portions of the end clamp engage both top and side openings in the belt rail for positive locking engagement between the end clamp and the belt rail.

It is yet another object of this invention to provide an improved clamp in an improved load restraining system wherein a rearwardly projecting portion of the end clamp engages the cross bar and the forward portion of the end clamp includes a rigid hooked portion and a movable lug, both of which engage the belt rail, both such portions being useful with a variety of cross bars and belt rails.

It is yet another object of this invention to provide an improved load restraining system of the type having a cross bar and end clamps wherein the entire system is characterized by its simplicity and economy of construction and operation and its versatility in usefulness with a variety of belt rail systems.

Further purposes and objects of this invention will appear as the specification proceeds.

The foregoing objects are accomplished by providing a load restraining system which includes a pair of horizontally mounted belt rails positioned on opposite side walls of a freight car, the rails having portions which receive end clamps, a cross bar extending between the side walls, end clamps mounted on the opposite ends of the cross bar for cooperating with the belt rails for maintaining the cross bar in a fixed position to secure a load in place within the freight car, each end clamp including a rigid support member, a rearwardly projecting portion on the support member, means for interconnecting the rearwardly projecting portion with the cross bar, frontwardly projecting portion on the support member for connecting the end clamp to the belt rail, an intermediate portiono n the support member which defines a housing, a movable member spaced downwardly and below the frontwardly projecting portion and being partially received within the housing, the said connecting portion and the movable member being constructed and arranged to be received on any of a variety of belt rails having upwardly opening and frontwardly opening means.

BRIEF DESCRIPTION OF THE DRAWINGS Particular embodiments of the present invention are illustrated in the accompanying drawings wherein:

FIG. 1 is a pictorial view of the inside of a railroad freight car, illustrating my improved load restraining system and showing belt rails, a cross bar, and end clamps engaging the cross bar and the spaced belt rails;

FIG. 2 is an enlarged perspective view showing my improved belt rail in interlocking engagement with one of my improved end clamps;

FIG. 3 is a vertical sectional view through one end portion of my load restraining system wherein one end of the cross bar, one end clamp and one belt rail are illustrated;

FIG. 4 is a top plan view of the embodiment of FIG.

FIG. 5 is a front elevational view of the end clamp shown in FIGS. 3 and 4;

FIG. 6 is a transverse cross sectional view taken along the line 6-6 of FIG. 3;

FIG. 7 is a transverse cross sectional view taken along the line 7--7 of FIG. 3;

FIG. 8 is a transverse cross-sectional view taken along the line 88 of FIG. 3;

FIG. 9 is a view similar to FIG. 2 except the versatility of my end clamp is shown as it engages the belt rail of known design;

FIG. 10 is a side elevational, partially sectioned view of the embodiment of FIG. 9;

FIG. 11 is still another view similar to FIG. 2 showing a further use of one of my improved end clamps in combination with another belt rail design;

FIG. 12 is a side elevational, partially sectioned view of the embodiment of FIG. 11;

FIG. 13 is still another view similar to FIG. 2 showing one of my improved end clamps as it engages still another type of prior belt rail design;

FIG. 14 is a side elevational, partially sectioned view of the embodiment of FIG. 13;

FIG. 15 is still another pictorial viewsimilar to FIG. 2 showing one of my improved end clamps in combina- ,tion with still another prior belt rail design;

FIG. 16 is a side elevational, partially sectioned view of the embodiment of FIG. 15;

FIG. 17 is still another pictorial view such as FIG. 2, showing my improved end clamp used in combination with a further prior belt rail design; and

FIG. 18 is a side elevational partially sectioned view of the embodiment of FIG. 17.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An improved load restraining system generally designated as 20, is shown in place within a railroad box car, generally 22. My load restraining system 20 includes pairs of horizontally mounted belt rails, generally 24, which are rigidly secured to the opposite vertical side walls 26 of the box car 22. A cross bar 28 extends transversally between the spaced belt rails 24. A pair of end clamps 30 are secured to the opposite ends of the cross bar 28 and selectively interlock, at a desired position, with the belt rails 24. As shown, a plurality of cooperating pairs of belt rails 24 are preferably vertically mounted along the walls 26 of the boxcar 22. Although not shown in FIG. 1, a plurality of cross bars 28 with end clamps 30 may be utilized therein for restraining a load or for holding a load in place between the side walls 26 and the end walls 32.

Referring to FIGS. 2-8, my improved load restraining system 20 is illustrated in detail. The belt rail 24 generally comprises an elongated channel member 34 having a top wall 36, a bottom wall 38, and a front Wall 40 interconnecting the top and

bottom walls

36 and 38. The belt rail 24 has an open back, the outer edges of the

walls

36 and 38 bearing against the outer face of the vertical side walls 26 of the box car 22. Each belt rail 24 is secured to the side walls 26 by any suitable means, as by a plurality of screws (not shown) which pass through the front wall 40 and are received within the walls 26. The top wall 36 includes a plurality of substantially square shaped apertures 42, which are spaced equidistantly apart. The front wall 40 includes a plurality of equidistantly spaced vertically elongated slotted apertures 44. The slots 44 have center lines which are coextensive with the imaginary line which is equidistantly spaced between the apertures 42 in the top wall 36. The importance of the geometric arrangement of the slots 44 relative to the apertures 42 will become more clearly understood following a description of the end clamps 30. As also seen in FIG. 2, the vertically elongated slots 44 are located in the lower portion of the front wall 40, a substantially planar upper portion 46 being defined therebelow. Also, it is preferred that the

walls

36 and 38 have a relatively narrow width while the front wall 40 is relatively wider.

As best shown in FIGS. 3 and 4, the cross bar 28, generally comprises an elongated, rectangular crosssection, hollow bar 48. Desirably, the bar 48 is made of extruded aluminum so as to provide for economy of construction and simplicity of design as well as lightness in weight. Preferably, the four corners of the bar 48 are reinforced to provide for greater rigidity. The parallel upper and lower walls 50 of the hollow bar 48 are somewhat longer than the parallel side walls 52 which interconnect the upper and lower walls 50. The bar 48 is of a length to extend across the inside of the car 22 while the end clamps 30 provide the desired interlocking engagement between the belt rails and the cross bar.

The end clamps 30, which provide many of the advantages of my invention, particularly the feature of versatility, are each interconnected to one end of the cross bar 28 by an end clamp housing 54. The end clamp 30, as best seen in FIGS. 2 4, generally includes a support portion 56, an intermediate latch housing, 58, and a cross bar connecting portion 60. As seen best in FIG. 2, the three

clamp portions

56, 58, and 60 are defined by two welded steel castings or

forgings

64 and 66 which provide a unitary structure with welds 62 joining the two

sections

64 and 66 together.

The support portion 56 of the end clamp 30 is constructed as a casting and includes an upright front wall 68 having a pair of forwardly and downwardly projecting hooks 70 mounted at its outer upper portion. The

hooks 70 have a lateral spacing substantially equal to that of the spacing between the apertures 42 in the top wall 36 of the belt rails 24. As shown, the hooks 70 are received within a pair of the apertures 42 to prevent horizontal withdrawal of the end clamp 30 in a direction away from the side walls 26 of the box car 22. Forwardly projecting ledges 72 are provided on the outer and lower edges of the hooks 70 for engaging the back of the top wall portion defining the apertures 42. The ledges 72 are useful in resisting vertical movement of the end clamps 30 in the embodiment of FIG. 2 as well as certain of the other embodiments.

Preferably, a horizontally elongated boss 74 projects outwardly from the upright wall 68 at a position below the position where the hooks 70 project from the upright wall 68. The boss 74, as best shown in FIGS. 2 and 3, is constructed and arranged to rest against the upper portion 46 of the front wall 40 of the belt rail 24. The boss adds stability to the interconnection between the end clamp 30 and the belt rail 24. As seen best in FIG. 3, a vertically elongated slot 76 extends through the upright wall 68. The slot 76 is constructed and arranged to be aligned with the vertically elongated slots 44 in the front wall 40 of the belt rails 24 when the hooks 70 are positioned in the apertures 42 of the belt rail 24. The slot 76 has its center line spaced equidistantly between the respective center lines of the hooks 70, as seen best in FIG. 5.

The latch housing portion 58 of the end clamp 30 projects rearwardly from the upright wall 68. The housing 58 is generally defined by the same casting section 64 which defines the upright wall 68 and hooks 70. The housing 58 is located between the upright wall 68, a rearwardly spaced rear wall 78, and a pair of lateral side walls 80, which interconnect the rear wall 78 and the upright wall 68. As seen in FIG. 6, the latch housing 58 also includes an upper wall 82 having an elongated central slot 84 defined therein. The chamber 86 defined in the housing 58 by the

walls

78, 80, 82 and 68 receives a latch member 88.

The latch member 88 is constructed as a forging having a frontwardly projecting portion 90 which passes through the slot 76 in the upright wall 68. The forward portion of the projecting portion 90 includes transverse slot 92 which defines an upper projection 94 and a lower projection 96 located therebelow. In the embodiment of FIGS. 2 and 3, both the upper projection 94 and the lower projection 96 are slidably received within the slot 44 in the belt rail 24 and act to prevent vertical movement of the end clamp 30. The latch 80 also includes a rear section 98 having upwardly and downwardly extending arms 100 which are used to manually operate the latch 88. The upper arm 100 projects through the slot 84 in the upper wall 82 of the housing 54. The lower arm 100 projects through an elongated central slot 102 provided in a housing enclosure plate 104. The housing enclosure plate 104 includes a lower wall 106 having the slot 102 therein, an upwardly projecting rear flange 108, and a downwardly projecting front flange 110. The closure plate 104 is secured within the housing 58 by removable pins 112. The pins 112 pass through suitable apertures in the upright wall 68 and in the rear wall 78 of the housing 58 and are received in receiving apertures provided in the flanges 108 and 110 of the closure plate 104. A compression spring 114 is located within the housing 54 and acts to normally urge the latch member 88 in a direction laterally outwardly of the cross bar 28 into interlocking engagement with the slots 44 of the belt rail 24. The spring 114 is received on bosses 116 located, respectively on the rear face of the rear section 98 of the latch 88 and on the front face of the rear wall 78.

The cross bar connecting portion 60 of the end clamp 30 is formed on the elongated rear section 66, preferably a forging. The cross bar connection portion 60 includes an elongated front portion 116 and a rearwardly projecting rod portion 118. The

portions

116 and 118 are rigidly secured together and their center lines substantially coextensive.

As seen in FIG. 8, the front portion 116 of the connecting section 60 comprises side walls 120, an elongated lower ridge 122 and an elongated upper groove 124. The forward section of the groove 124 has an opening 126 defined therein which is coextensive with the slot 92 in the housing portion 58. The slot 92 and the slot 126 permit access to the upwardly projecting arm on the latch 88. Both arms 100 are thereby accessible to an operator from both the underside and upperside of the end clamp 30.

The end clamp housing 54 is slidably received within the outer end of the hollow cross bar 48 and is rigidly secured therein, as by a plurality of pins 130. The end clamp housing 54 generally comprises a formed steel plate having a front wall 132, a rear wall 134 and an intermediate spaced wall 136. The

walls

132, 134 and 136, transverse of the axis of the bar 48, are substantially planar and have a cross-sectional shape which is coextensive with the interior cross section of the hollow cross bar 48. A lower flange 138 extends rearwardly from the lower edge of the front wall 132 and an upper wall extends between the upper edges of the front wall 132 and the intermediate wall 136. The upper wall 140 is designed to contat the interior surface of the upper wall 50 of the cross bar 48. A lower wall 142 extends from the lower edge of the intermediate wall 136 to the lower edge of the rear wall 134. As seen in FIG. 3, the formed steel end clamp housing 54 is slidably received within the hollow cross bar 148, the front wall 132 generally being coextensive with the outer edges of the walls defining the cross bar 48.

As seen best in FIG. 8, a rigid hollow sleeve 144 is fixedly secured to and centrally of the front wall 132 and the intermediate wall 136. The sleeve 144 has internal dimensions to receive the front portion 116 of the connecting section 60 so as to permit sliding movement between the end clamp 30 and the cross bar 28.

One of more split pins are passed through the hollow bar 48 and through the upper wall and/or the lower wall 142 of the end clamp housing 128. Not only do these split pins provide a simple and economical assembly, the pins 130 may be readily removed for repair of the end clamps or cross bar. As seen in FIG. 3, one of the pins 130 serves the important additional function of being received within the elongated slot 126 and acts as a stop against the end 146 to prevent movement of the end clamp 30 relative to the cross bar 48 and to the housing 128.

The end clamp is biased outwardly from the cross bar 48 by a compression spring 148 which is mounted on the rod portion 118 and is received between the rear wall 134 of the end clamp housing 128 and the rear face of the front portion 116. The spring 148 normally biases the end clamp into engagement with the belt rail 24.

Although it is believed that the foregoing provides a full description of the advantages and features of the invention, a description of the manner of using the described apparatus will be provided to particularly show the manner of using the end clamps 30 with the belt rails 24 shown in FIG. 2, as well as the various other belt rails shown in FIGS. 9 through 18. Referring first, to FIG. 2, the manner of using the described end clamp 30 with my preferred belt rail 24 will be provided.

Referring to FIGS. 1 and 2, when the operator desires to place a cross bar 28 against a load (not shown) in the railroad box car 22, an end clamp 30 at one end of the cross bar 28 is placed into locking engagement with one of the belt rails 24. Specifically, the hooks 70 ex tending from the wall section 68 of the end clamp 30 are dropped into engagement with the square holes 42 in the belt rail 24. At the same time, the latch 88 is placed into engagement with one of the elongated slots 44 in the front wall 40 of the belt rail 24. The latch 88 is biased into positive engagement with the belt rail 24 by the spring 114. In this position, the end clamp 30 is in positive engagement with the belt rail 24 and effectively prevents undesired movement, both vertically and laterally, of the end clamp 30, to thereby avoid separation of the end clamp 30 from the belt rail 24.

After one end of the cross bar 28 has been fixed by one end clamp 30 to one belt rail 24, the other end of the cross bar 28 has the other end clamp 30 slidably moved inwardly relative to the cross bar 28 in opposition to the spring 148 until such time as the hooks 70 of the end clamp 30 and the latch 88 are placed into the apertures 42 and slots 44, respectively. With both end clamps 30 fixed to the spaced belt rails 24, and with the cross bar 28 bearing against a load in the box car, it is seen that the load restraining system has the ability to hold a load in place in a relatively fixed position during movement as well as during acceleration and deceleration.

Referring to FIGS. 9 and 10, the end clamp is shown in interlocking connection with another belt rail 150. The belt rail 150 is secured to a wall 26 of the railroad box car 22, similar to that shown generally in FIG. 1. The belt rail 150 comprises a continuously formed metal plate having a lower flange 152, an intermediate flange 54, and an upper flange 156.

Flanges

152, 154 and 156 are in substantial horizontal alignment with each other. The lower and

intermediate flanges

152 and 154 are interconnected by a front wall 158 having apertures 160 therein. The intermediate flange 154 is interconnected to the upper flange 156 by a back wall 162. The back wall 162 and the rear edge of the lower flange 152 engage the wall 26 of the box car 22. An upper restraining wall 164 extends upwardly from the outer edge of the upper flange 156. A frontwardly opening groove 166 is defined between the intermediate flange 154 and the upper flange 156. Also, an upwardly opening elongated groove is defined between the wall 26 of the box car 22 and the back of the restraining wall 164.

The installation of the end clamp 30 on the belt rail 150 is similar to that described for the embodiment of FIG. 2, although the locking portions of the end clamp 30 interlock with the belt rail 150 in a somewhat different manner. The hooks 70 are received in the upwardly opening groove 166 and in back of the restraining wall 164 to thereby prevent lateral withdrawal of the end clamp 30. As shown best in FIG. 10, the lower projection 96 of the front portion of the latch 88 projects into an aperture while the upper projection 94 on the front portion 90 is received in the frontwardly opening groove 166. The end clamp 30 thereby effectively interlocks with a belt rail 150, which is quite different from that of FIG. 1.

Referring to FIGS. 11 and 12, another belt rail 170 is shown. The belt rail 170 comprises an angle bar having a vertical flange 172 and a horizontal flange 174 projecting outwardly from the flange. Spaced apertures 176 are provided in the horizontal flange 174. As seen, the hooks 70 on the end clamp 30 are spaced apart a distance equal to the spacing of the openings 176 in the flange 174 and are received therein. Also, the outer edge of the horizontal flange 174, as seen in FIG. 12, is located between the elongated boss 74 in the end clamp 30 and below the hooks 70. The hooks 70 thereby prevent lateral movement of the end clamp 30 while the boss 74 resists vertical movement of the end clamp. In this embodiment, the latch 88 does not engage the belt rail 170 during normal use.

Referring to FIGS. 13 and 14, still another belt rail 178, as shown, interlocks with the end clamp 30. The belt rail 178 includes a vertical lower wall 180 which bears against the side wall 26 of the box car 22. The intermediate portion 184 of the belt rail 178 is angled outwardly. The intermediate portion 184 extends between the upper wall 182 and the lower wall 180, and has spaced apertures 186 provided therein. Flange 188 extends rearwardly from the upper wall 182 at a position intermediate the upper edge of the upper wall 182 and the intermediate portion 184. The flange 188 engages the wall 26 of the box car 22. An elongated groove 190 is defined above the flange 188 and rearwardly of the upper wall 182. A continuous reinforcing bar 192 is secured to the outer lower face of the lower wall 180 of the belt rail 178. As seen, the latch 88 and hooks 70 both interlock with the belt rail 178. Additionally, the boss 74 on the end clamp 30 engages a portion of the outer face of the upper wall 182. The hooks 70 received within the upwardly opening groove 190. The upper latch projection 94 is received within an aperture 186 while the lower latch projection 96 bears against the outer face of the lower wall 180 and is positioned just above the reinforcing bar 192. Again, both vertical and lateral movement of the end clamp 30 relative to the belt rail 178 is avoided.

Referring to FIGS. 15 and 16, still another belt rail 194 is shown in interlocking engagement with the end clamp 30. The belt rail 194 comprises a channel shaped member having an upper wall 196, a lower wall 198 spaced below the upper wall 196 and a front wall 200 interconnecting the upper and

lower walls

196 and 198. A plurality of spaced slots 202 are provided in the upper wall 196 and the front wall 200. The slots 202 are continuous and vertically elongated and pass around the juncture between the upper wall 196 and the front wall 200. The hooks 70 on the end clamp 30 are received within the elongated continuous slots 202. The hooks 70 extend downwardly in back of the front wall 200 so as to prevent lateral or horizontal withdrawal of the end clamps 30 prior to the engagement with the belt rail 194. In order to provide for added stability between the end clamp and the belt rail 194, the boss 74 bears against the outer face of the front wall 200. Additionally, the upper latch projection 94 of the front portion 90 of the latch 88 bears against the outer face of the front wall 200 at a position below the slots 202. The spring 114 biases the latch 88 so as to provide for additional stability in retaining the end clamp 30 in engagement with the belt rail 194. Vertical or upward movement of the end clamps -30 relative to the belt rail 194 is resisted by the outer ledge portions 72 of the hooks 70 because the ledges 72 tend to engage the upper wall 196 of the belt rail 194 if the hooks are jarred out of the rest position on the lower edge of the slot 202. Again, the end clamps 30 are useful with another type of belt rail.

Referring now to FIGS. 17 and 18, another belt rail 204 is shown. The belt rail 204 includes a front wall 206 having vertically elongated slots 208 in its upper portion. An upper wall 210 extends rearwardly from the upper edge of the front wall 200 and a lower wall 212 projects from the lower edge of the front wall 206. A downwardly projecting flange 214 extends from the rear edge of the upper wall 210 and an upwardly projecting flange 216 extends from the edge of the lower wall 212. The

flanges

214 and 216 bear against the side wall 26 of the box car 22. In this embodiment, the hooks 70 are received within the elongated slots 208 and the hooks 70 extend in back of the front wall 206. The hooks 70 have their lower portions resting on the lower edge of the slots 208. The boss 74 also bears against the outer face of the front wall 206 while the lower projection 96 of the front portion 90 of the latch 88 bears with pressure from the spring 114 against the outer face of the front wall 206. Again, positive engagement is provided between a belt rail 204 and the end clamp 30. It is seen from the foregoing description that I have provided an end clamp construction which is useful not only with my improved belt rail design 24, but also with a large variety of other types of belt rails.

While in the foregoing there has been provided a detailed description of particular embodiments of the present invention, it is to be understood that all equivalents obvious to those having skill in the art are to be included within the scope of the invention as claimed.

What I claim and desire to secure by Letters Patent is:

1. In load restraining systems of the type having spaced belt rails mounted on opposite side walls of a load carrying chamber, a cross bar extending between said opposite side walls, end clamps mounted on the opposite ends of said cross bar, said spaced belt rails being of various different types including those having upwardly opening elongated grooves, upwardly opening longitudinally spaced apertures, frontwardly opening longitudinally spaced slots, and frontwardly opening longitudinally spaced apertures, each end clamp including a support member, a rearwardly projecting portion for interconnecting with each end of said cross bar, and a front portion on said support member for interlocking connection with said belt rails, the improvement comprising an improved end clamp ,operatively interconnectable for load restraining purposes with any of said different types of belt rails, said front portion including a pair of fixed upper frontwardly and downwardly projecting hook members, said hook members being laterally spaced from each other an amount substantially equivalent to the said spacing of said upwardly opening apertures, said frontwardly opening slots, and said frontwardly opening apertures, said hook members being selectively receivable in any of said grooves, apertures, and slots of said belt rail, said front portion having lower locking means slidable in a direction longitudinal of said cross bar, said movable locking means selectively positively interlocking with said frontwardly opening slots and said frontwardly opening apertures only and only when said hook members are in interlocking relationship with said upwardly opening apertures and grooves.

2. The device of claim 1 wherein said support member includes an intermediate portion which defines a housing, and said movable locking means is spaced below said hook members and is received at least partially within said housing, said movable locking means being aligned with an imaginery line which is substantially equidistant between said hook members, said latch member being slidable only in a direction longitudinal of the longitudinal axis of the cross bar, and being selectively received only in those belt rails having frontwardly opening longitudinally spaced slots and frontwardly opening longitudinally spaced apertures, said locking means being the only movable member used for locking engagement with said belt rails.

3. The device of claim 2 wherein said support member including said rearwardly projecting portion, said intermediate portion, and said hook members are of unitary construction.

4. The device of claim 1 wherein said rearwardly projecting portion includes means for movably mounting at least one of said end clamps on said cross bar.

5. The device of claim 4 including means for nor mally biasing said end clamp longitudinally outwardly from said cross bar.

6. The device of claim 1 including a rigid outwardly projecting portion spaced intermediate said movable locking means and said hook members for selectively abutting against upright surfaces of selected ones of said different belt rails.

7. The device of claim 1 including a spring member for normally biasing said movable latch means laterally outwardly from said cross bar and into positive engagement with said selected frontwardly opening longitudinally spaced slots and said frontwardly opening longitudinally spaced apertures.

8. The device of claim 1 including handle means on said movable locking means projecting laterally from said support member for manual operation of said movable latching means for accomplishing disengagement of said end clamp from said belt rail.

9. The device of claim 1 wherein said cross bar comprises a hollow bar, a housing is fixedly received within an outer end of said hollow bar, said housing including means for receiving said rearwardly projecting portion of said end clamp.

10. The device of claim 1 wherein said belt rail comprises a top wall and a front wall, a plurality of apertures are spaced longitudinally along said belt rails for receiving said hook portions, and elongated apertures are provided in said front wall for receiving said movable locking means.

11. The device of claim 1 wherein said movable locking means includes an upper rigid portion and a spaced lower rigid portion, being selectively received by said frontwardly opening apertures and both said portions being selectively received by said frontwardly opening slots.

12. The device of claim 1 wherein said movable locking means selectively bears with pressure against an upright wall of said belt rail when not positively engaging one of said frontwardly opening apertures or slots.

Claims

1. In load restraining systems of the type having spaced belt rails mounted on opposite side walls of a load carrying chamber, a cross bar extending between said opposite side walls, end clamps mounted on the opposite ends of said cross bar, said spaced belt rails being of various different types including those having upwardly opening elongated grooves, upwardly opening longitudinally spaced apertures, frontwardly opening longitudinally spaced slots, and frontwardly opening longitudinally spaced apertures, each end clamp including a support member, a rearwardly projecting portion for interconnecting wiTh each end of said cross bar, and a front portion on said support member for interlocking connection with said belt rails, the improvement comprising an improved end clamp operatively interconnectable for load restraining purposes with any of said different types of belt rails, said front portion including a pair of fixed upper frontwardly and downwardly projecting hook members, said hook members being laterally spaced from each other an amount substantially equivalent to the said spacing of said upwardly opening apertures, said frontwardly opening slots, and said frontwardly opening apertures, said hook members being selectively receivable in any of said grooves, apertures, and slots of said belt rail, said front portion having lower locking means slidable in a direction longitudinal of said cross bar, said movable locking means selectively positively interlocking with said frontwardly opening slots and said frontwardly opening apertures only and only when said hook members are in interlocking relationship with said upwardly opening apertures and grooves.

5. The device of claim 4 including means for normally biasing said end clamp longitudinally outwardly from said cross bar.