Cargo shoring assembly for a freight transport vehicle

Abstract

A pair of extenders are slidably carried in opposite ends of an elongated hollow-form cargo-engaging member. A latching clip is pivotally mounted on each of the extenders adjacent to its outer end and is adapted to releasably engage an E-Track secured to opposing interior walls of a semi-trailer, railroad car or ship's cargo hold. Diametrically opposing latch clip-receiving slots extend inwardly from each end of the cargo-engaging member a distance sufficient to permit the latch to be received within and protected by the cargo-engaging member when not in use. Diametrically opposing latch clip-receiving notches project inwardly from the outer end of each extender a distance sufficient to permit the extender to partially reinforce the latch clip during use without eliminating pivotal movement of the latch clip relative to the extender.

Description

TECHNICAL FIELD

This invention relates generally to apparatus for shoring cargo in a freight transport vehicle and more particularly to adjustable assemblies which extend between and are removably mounted on opposite walls of the cargo area of the vehicle.

BACKGROUND OF THE INVENTION

When transporting cargo by truck, railcar, plane or ship, it is usually necessary to secure the cargo in place. Undesired movement of the cargo during transport can cause any of a number of undesired consequences, ranging from damage of the cargo to dangerous instability of the transporter (e.g., tipping of a truck trailer).

Suitable devices for securing cargo should not only provide rigid and stable support, but should also be easily inserted in and removed from their appropriate location. In addition, cargo securing devices should be constructed so as not to damage either the cargo or the freight container itself.

One particularly critical use of cargo securing devices is in the transportation of postal containers. The postal containers currently used by the United States Postal Service weigh approximately 2,100 pounds when fully loaded, and have rollers on the bottom to provide mobility. One drawback, however, is that the postal containers tend to move while being transported, and thus a rigid securing device is needed. The devices currently used to secure these postal containers suffer from numerous drawbacks, and have damaged the interior walls of truck trailers and also failed resulting in postal containers being ejected from the rear of truck trailers. Obviously, the loss of a postal container through the back of a truck trailer is not only unacceptable in terms of delivery of mail, but also creates an extreme danger to other vehicles traveling behind the truck.

One device that is commonly used for securing postal containers is that shown by U.S. Pat. No. 4,079,677, issued to Vandergriff, et al. A nearly identical device is also shown on page 20 of the Kinedyne Corp. Cargo Control System catalog (1991). The devices shown in the Vandergriff patent and the Kinedyne catalog typically are made from extruded aluminum, and can be extremely heavy. Another significant drawback of these devices is that since aluminum has a high salvage value, these devices are prone to be stolen.

The devices shown by Vandergriff and the Kinedyne catalog are designed to be attached to mounting tracks, often referred to as E-Track rails, which are secured to opposite sides of the freight container. Each E-Track rail generally comprises a series of rectangular openings through which a latching member may be inserted. Another major drawback of the Vandergriff and Kinedyne devices is that they are generally designed to be used with some type of weight on top of the devices. Thus, one often places decking on top of these devices, and then places more cargo on top of the decking. Due to the dimensions and weight of postal containers, such stacking is not possible. Without weight on top of the devices, the securing bars of Vandergriff and Kinedyne tend to come out of the E-Track rail while being transported, thereby creating the hazards referred to above.

Another device currently being used to secure postal containers in truck trailers are nylon shoring straps, as shown on page 15 of the Kinedyne catalog. While the latching means utilized on these straps generally can be more rigidly held in place by the E-Track rail, these straps suffer from several drawbacks. These straps are subject to tearing or otherwise separating, and if tensioned too tightly may pull the E-Track rail away from the side walls of the trailer. Furthermore, these straps may loosen during transit, thereby permitting the postal containers to move about.

Consequently, the present inventors were faced with the problem of devising a more reliable, inexpensive, and easily-handled cargo shoring assembly.

SUMMARY AND OBJECTS OF THE INVENTION

The present invention represents an improvement in a cargo shoring assembly adapted for use in a freight transport vehicle. The cargo shoring assembly is provided with an elongated hollow-form cargo-engaging member, a pair of extenders slidably carried in the cargo-engaging member and a pair of latch clips. The cargo-engaging member has relatively opposing ends, and each of the extenders has an outer end. Each of the latch clips is mounted on one of the extenders adjacent to its outer end and has a body adapted to releasably engage a mounting member secured to the freight transport vehicle. The present improvement for which patent protection is sought basically comprises at least one latch clip-receiving slot projecting inwardly from each of the relatively opposing ends of the cargo-engaging member and at least one latch clip-receiving notch projecting inwardly from the outer end of each of the extenders. The latch clip-receiving slot on each end of the cargo-engaging members projects inwardly to distance sufficient to permit the body of the latch clip to be removably and substantially fully received within the cargo-engaging member. The latch clip-receiving notch on the outer end of each of the extenders projects inwardly a distance sufficient to permit a portion of the body of the latch clip to be housed within the extender and to permit pivotal movement of the latch clip relative to the extender.

A primary object of the present invention is to protect the latch clips when the cargo-shoring assembly is not in use. Another object is to reinforce the latch clips during use of the subject assembly. Yet another object is to facilitate installation and removal of the latch clips from the mounting members secured to the freight transport vehicle. These and other objects and advantages may be more readily perceived or understood in light of the following drawings and detailed description of the invention.

BRIEF DESCRIPTION OF THE DRAWINGS

While the specification concludes with claims particularly pointing out and distinctly claiming the present invention, it is believed the same will be better understood from the following description taken in conjunction with the following drawings in which:

FIG. 1 is a fragmentary perspective view of the cargo area of a freight transport vehicle in which a cargo-shoring assembly according to the present invention is installed;

FIG. 2 is an enlarged, fragmentary perspective view of a portion of the mounting member shown in FIG. 1;

FIG. 3 is a partially broken-out diagrammatic view of the present cargo-shoring assembly;

FIG. 4 is an enlarged end elevational view taken along the line 4--4 of FIG. 3 and particularly illustrates the nesting or telescoping relationship between various components of the present invention;

FIG. 5 is a reduced, partially broken-out horizontal sectional view taken along line 5--5 of FIG. 4 and particularly illustrates the construction of the present cargo-shoring assembly;

FIG. 6 is a vertical sectional view taken along line 6--6 of FIG. 4 and particularly illustrates one of the latch clips in a fully retracted position; and

FIG. 7 is a vertical sectional view similar to FIG. 6 and particularly illustrates the pivotal movement of the latch clip.

DETAILED DESCRIPTION OF THE INVENTION

As indicated in FIG. 1, a typical freight transport vehicle 1 may be a truck trailer, a railroad car, the hold of a ship, or the cargo area of a plane. A mounting track 4 is attached to a sidewall 33 of the vehicle 1, and an identical mounting track is attached to the opposite sidewall at the same level as mounting track 4. Mounting track 4 is commonly known as "E-Track Rail", and is readily available and commonly used in the trucking industry for attaching cargo securing beams to truck sidewalls. Mounting track 4 contains a series of evenly spaced rectangular openings 5 into which various types of latching clips attached to the cargo securing beams can be inserted. A portion of mounting track 4 is shown in FIG. 2. By providing a number of rectangular openings 5 along the length of the trailer, and also by providing mounting track 4 at more than one level in the trailer, a cargo shoring assembly 3 according to the present invention can be placed at any of a number of desired locations.

A latch clip (described more fully below) is attached at each end of cargo securing rod 3 and is removably mounted in mounting track 4, thereby permitting the assembly 3 to hold cargo 2 in place in the trailer. If desired, decking beams (not shown) could be placed atop a plurality of cargo-shoring assemblies spaced throughout freight container 1, thereby providing two separate levels for inserting cargo.

As indicated in FIG. 3, the present cargo-shoring assembly 3 includes an elongated hollow form cargo-engaging member 6. Preferably, the cargo-engaging member 6 is generally circular in cross-section. As will be evident, however, other constructions could certainly be utilized as long as the other tubular members are shaped so as to fit into the appropriate location. Cargo-engaging member 6 is preferably made from a lightweight, strong synthetic resin, since the circular cross-section enables one to utilize lighter materials while maintaining the required strength and rigidity. The use of a lightweight plastic instead of a material such as extruded aluminum permits the cargo security rod to flex somewhat when a load is placed against it, thereby lessening potential damage to freight container 1 or cargo 2. Additionally, the plastic material has a much lower salvage value than aluminum or other metals, thus decreasing the likelihood of theft. One preferred material for outer member 6 is high density polyethylene, as this type of plastic can be exposed to the substantial temperature extremes often encountered in the transportation industry without failure. It is important that the chosen material not soften, melt or crack at either high or low ambient temperatures.

Slidably and telescopically carried within the cargo-engaging member 6 are first and second tubular sleeves or extenders 9 and 10, respectively. The extenders 9 and 10 are preferably of circular cross-section, and have an outside diameter slightly less than the inside diameter of the cargo-engaging member 6. This ensures that the extenders 9 and 10 can freely slide within the cargo-engaging member 6 without sacrificing overall strength and stability. The purposes of extenders 9 and 10 are to add strength to the cargo-shoring assembly and to achieve adjustability, as the latching means are attached to the outer ends of extenders 9 and 10, and not to cargo-engaging member 6 (discussed in detail below). Extenders 9 and 10 can be of any length desired, and each is preferably approximately two-fifths as long as the cargo-engaging member 6. This relationship provides a considerable amount of adjustability in length of the present assembly 3, and also provides substantial strength because the major portion (although not the entire portion) of the extender 9 will normally be disposed within the cargo-engaging member 6 when the apparatus is in actual use. The extenders 9 and 10 are also preferably made of a lightweight, strong synthetic resin, preferably polyethylene.

A coil spring 11 connects extenders 9 and 10, and is biased to cause the extenders 9 and 10 to retract into the cargo-engaging member 6. The retractive force applied by spring 11 helps to secure the latching assemblies within rectangular openings 5 in the mounting tracks 4, thereby reducing the chance that the present assembly 3 will become dislodged from its appropriate location while in use. In addition, spring 11 limits the outward movement of the extenders 9 and 10.

Spring 11 is attached to extenders 9 and 10 by roll pins 14 and 15, respectively. Roll pins 14 and 15 are preferably formed from stainless steel and are approximately equivalent in length to the outer diameter of the extenders 9 and 10. The pins are inserted into diametrically opposing holes drilled through the extenders 9 and 10, and first and second ends 12 and 13 of spring 11 are attached to roll pins 14 and 15, respectively. Preferably, the spring ends 12 and 13 are shaped into loops through which roll pins 14 and 15 can be inserted.

The exact location of roll pins 14 and 15 along the length of extenders 9 and 10 may vary depending upon a number of factors, including the size of spring 11. The diameter and length of spring 11, and the location of roll pins 14 and 15 should be chosen so that the extenders 9 and 10 are slightly biased to retract into the cargo-engaging member 6 when the apparatus is not in use, thereby permitting one to readily withdraw the extenders 9 and 10 initially. However, when the extenders are withdrawn to positions suitable to mount the latches in the E-Tracks 4, the spring 11 must provide sufficient force to hold the latches in the tracks without being deformed by the attendant expansion. Alternatively, spring 11 can be eliminated, and the apparatus can be designed so that the movement of extenders 9 and 10 within the cargo-engaging member 6 can be biased and limited such as, for example, by compression springs and by stops extending through diametrically opposing slots in each of the extenders.

FIG. 3 also depicts optional, but preferred, first and second tubular reinforcing of members 16 and 17, respectively. Support members 16 and 17 are disposed within extenders 9 and 10, and are preferably of circular cross-section. The purpose of support members 16 and 17 is to provide added strength at the outer ends of the apparatus where the latching means are attached, and the latching means are preferably also attached to support members 16 and 17, as explained below.

Support members 16 and 17 are preferably formed from a hardened metal alloy. Strength is more important than weight with regard to support members 16 and 17, as they generally extend approximately one-third of the length of the respective extenders 9 and 10. The outside diameter of support members 16 and 17 are the same, or preferably slightly greater than the inner diameter of extenders 9 and 10. In this fashion, since extenders 9 and 10 are preferably of a thermoplastic material, support members 16 and 17 can be force-fitted into extenders 9 and 10 and thereby held firmly in place. Alternatively, they could also be held in place by gluing or similar method. As with other tubular members, it is possible to utilize standard sized readily available materials.

As indicated in FIGS. 6 and 7, a latch clip generally designated 25, comprises a body 42, spring-loaded trigger 40 and tab 43. As indicated in FIG. 5, the walls of the latch clip body 42 converge into the tab 43. A hole 26 is drilled through tab 43, and roll pin 30 is inserted. The diameter of hole 26 is sufficiently larger than the diameter of roll pin 30 in order to permit tab 43, and thus latch clip 25, to pivot about roll pin 30. As will be evident, numerous alternative means for imparting pivotability to latch clip 25 may be provided without departing from the present invention.

As shown for the right 36, or first, end of the apparatus 3 on the right side of FIG. 5, extender 9 is formed with a pair of diametrically opposing pin-receiving apertures or bores 44 and 45. Support member 16 housed therein is formed with diametrically opposing pin-receiving apertures 46 and 47 which are aligned with apertures 44 and 45, respectively. In this way, roll pin 30 can be firmly inserted into these apertures, and thereby held in place within inner member 9 and support member 16, while still permitting latch clip 25 to pivot. Roll pin 30, which is preferably stainless steel but may be of any number of materials, may be held in place either by compressive force caused by forcing roll pin 30 into the apertures, or may even be glued or welded in place.

In order to limit lateral movement of the latch clip and to permit it to pivot about the roll pin, diametrically opposing, latch clip-receiving notches are provided in the outer ends of the extender and support member. As shown in FIGS. 6 and 7, relatively aligned upper clip-receiving notches 48 and 49 are formed, respectively, in the extender 9 and support member 16 housed therein. Likewise, relatively aligned lower clip-receiving notches 50 and 51 are formed, respectively, in the extender 9 and the support member 16. These diametrically opposing pairs of notches 48, 49 and 50, 51 extend inwardly from the outer ends 18, 19 of the extender and support member, respectively, a distance sufficient to permit approximately one third of the latch clip body 42 to be housed within the extender 9 and support member 16 and to permit pivotal movement of the latch clip 25 relative to said extender 9 and support member 16. By mounting the latch clip 25 partially within the extender 9 and support member 16, lateral support is provided to latch clip 25. This arrangement is intended to limit lateral movement and horizontal bending of tab 43 when the present cargo-shoring assembly 3 is subjected to lateral forces from the cargo.

As further indicated in FIGS. 6-7, an upper latch clip-receiving slot 61 and a lower, diametrically opposing latch clip-receiving slot 62 are formed in the cargo-engaging member 6. Each of the diametrically opposing, latch clip-receiving slots 61, 62 extends inwardly from an end 7, 8 of the cargo-engaging member 6 a distance sufficient to permit the latch clip body 42 to be removably and substantially fully received within said cargo-engaging member 6. Advantageously, the outer diameter of the cargo-engaging member 6 is approximately equal to the length or height of the latch clip body 42. Thus, the movement of the extender 9 into the cargo-engaging member 6 is limited by the abutment of the latch clip body with the closed ends 53 and 54 of the upper and lower latch clip-receiving slots 61 and 62, respectively. In this fashion, latch clip 25 will be protected from damage when the apparatus is not in use, and persons handling the apparatus will not be exposed to the potentially sharp edges of latch clip 25. The only exposed portion of latch clip 25 is a small portion of trigger 40, which is protected to some degree, as illustrated in FIG. 4, by the adjacent ribs 35 projecting radially outwardly from the cargo-engaging member 6.

The left hand portion of FIG. 5 is an external view of the opposite 37, or second, end of the apparatus. Second latch clip 27 is shown in its completely withdrawn and protected position. Latch clip 27 is contained within diametrically opposing upper and lower latch clip-receiving slots substantially identical to those provided on the right hand side of the cargo-engaging member 6. Second latch clip 27, as well as second extender 10 and second support member 17, are preferably configured in the same way as described previously for first latch clip 25 and first extender and support member 9 and 16, respectively.

Another optional, but preferred, feature of the apparatus according to the present invention is the provision of a means for preventing rolling of the apparatus. When cargo security rods are not in use they will often be stored in the freight containers themselves, and often several will be stored together. Thus, since it is preferred that the apparatus be of circular cross-section, there is a need to prevent rolling. For convenience and safety it is necessary to prevent the apparatus from rolling about when not in use. Thus, a plurality of radially outwardly projecting ribs 35 are provided along the external length of the cargo-engaging member 6, and are shown in FIGS, 1, 4 and 5. Ribs 35 are shown as semi-circular in shape, however, any of a number of designs may be employed. Advantageously, the ribs 35 provide additional reinforcement to the cargo-engaging member 6.

As mentioned previously, it is advantageous to permit at least one, and preferably both, latch clips 25, 27 to pivot. One of the problems associated with previously employed devices was that since the latching means was not able to pivot, the devices were prone to become dislodged from the mounting track. By permitting the latch clips 25, 27 to pivot, the present cargo-shoring assembly is able to absorb shock and jarring which might otherwise spring the clips 25, 27 from their moorings 4. While various types of latching means can be employed, applicants have found that a latch clip similar to that used with the nylon shoring straps previously referred to is particular useful. When utilized with flexible nylon shoring straps, one may obviously pivot the latch clips 25, 27 in order to insert the clips into the mounting tracks 4. The present latch clip 25 is similar in shape, operation and size, the only modification being that the opposing sides of the latch clip body 42 converge at and are welded or otherwise rigidly secured to the tab 43 for the reasons previously stated. The opening 70 in latch clip body 42 is merely the opening through which the nylon shoring strap would normally be inserted into the latch clip.

When using latch clips of the type shown in FIG. 7, one must pivot the latch clip in order to insert it into rectangular opening 5 of the mounting track 4 (FIG. 2). This is necessary because the height of latch clip edge 60 is actually greater than the height of rectangular opening 5. Grooves 65 and 66, are provided in latch clip 25 in order that the clip may be inserted in and firmly held in place by rectangular opening 5. Groove 66 is actually formed by latch clip body 42 and spring-loaded trigger 40, which is biased toward the closed position shown in FIG. 7.

In order to secure latch clip 25 in rectangular opening 5, the end of latch clip 25 where groove 66 is located is first inserted into rectangular opening 5. Trigger 40 is then urged in the direction shown, thereby increasing the depth of groove 66, and permitting the opposite end of latch clip 25 which contains groove 65 to be inserted into rectangular opening 5. When the trigger is then released, groove 66 is returned to its original depth, thereby firmly securing latch clip 25 in rectangular opening 5. Upper edge 32 of rectangular opening 5 is within groove 66, and lower edge 31 of opening 5 is within groove 65. It should be kept in mind, however, that the present shoring assembly 3 could be rotated so that upper edge 32 of rectangular opening 5 could be held within groove 65, instead of groove 66, without affecting the operation of the device in any way.

To release latch clip 25, the trigger is once again urged in the direction shown in FIG. 7, and the process is merely reversed. Thus, unless at least one of the latch clips 25, 27 is pivotally mounted on the cargo-shoring assemblies, these particularly desirable types of clips could not be employed.

One other advantage that should be briefly mentioned is that extenders 9 and 10 are not mounted in tracks within the cargo-engaging member 6. Thus, inserts 9 and 10 may be partially withdrawn from cargo-engaging member 6 by pulling on latch clips 25 and 27. If extenders 9 and 10 are then rotated a small amount, latch clips 25 and 27 will remain outside of cargo-engaging member 6 since they will no longer be aligned with the slots on cargo-engaging member 6. This can simplify the installation of cargo-shoring assembly 3 without affecting its performance.

While a single preferred embodiment of the present cargo-shoring assembly has been illustrated and described in substantial detail, the foregoing details are not intended to unduly limit or restrict the gist of the invention or the scope of the following claims.

Claims

1. In a cargo-shoring assembly adapted to releasably engage opposing mounting members secured to a freight transport vehicle, said cargo-shoring assembly being provided with (a) an elongated hollow-form cargo-engaging member having opposing first and second ends; (b) first and second extenders slidably carried in the cargo-engaging member and respectively located at the first and second cargo-engaging member ends, each of said extenders having an outer end; and (c) first and second latch clips pivotally mounted, respectively, on the first and second extenders a fixed distance inwardly of the outer ends thereof, each of said latch clips having a body extending transversely to the cargo-engaging member and adapted to releasably engage one of the mounting members secured to the freight transport vehicle, that improvement which comprises:

i) at least one latch clip-receiving slot projecting inwardly from each of the first and second ends of the cargo-engaging member a distance sufficient to permit the body of the respective latch clip to be removably and substantially fully received within the cargo-engaging member with no portion of said latch clip body extending axially beyond the respective end of said cargo-engaging member; and

ii) at least one latch clip-receiving notch projecting inwardly from the outer end of each of the extenders a distance sufficient to permit a portion of the body of the respective latch clip to be housed within the respective extender and to permit pivotal movement of said latch clip relative to said extender.

2. The cargo-shoring assembly according to claim 1, wherein a pair of diametrically opposing latch clip-receiving slots project inwardly from each of the first and second ends of the cargo-engaging member a distance sufficient to permit the body of the respective latch clip to be removably and substantially fully received within the cargo-engaging member.

3. The cargo-shoring assembly according to claim 1, wherein a pair of diametrically opposing latch clip-receiving notches project inwardly from the outer end of each of the extenders a distance sufficient to permit a portion of the body of the respective latch clip to be housed within the respective extender and to permit pivotal movement of said latch clip relative to said extender.

4. The cargo-shoring assembly according to claim 1, wherein the latch clip-receiving slots in the cargo-engaging member are adapted to limit movement of the latch clips into said cargo-engaging member.

5. In a cargo-shoring assembly adapted to releasably engage opposing mounting members secured to a freight transport vehicle, said cargo-shoring assembly being provided with (a) an elongated hollow-form cargo-engaging member having opposing first and second ends; (b) first and second extenders slidably carried in the cargo-engaging member and respectively located at the first and second cargo-engaging member ends, each of said extenders having an outer end; and (c) first and second latch clips mounted, respectively, on the first and second extenders adjacent to the outer ends thereof, each of said latch clips having a body adapted to releasably engage one of the mounting members secured to the freight transport vehicle, that improvement which comprises:

i) a pair of diametrically opposing latch clip-receiving slots projecting inwardly from each of the first and second ends of the cargo-engaging member a distance sufficient to permit the body of the respective latch clip to be removably and substantially fully received within the cargo-engaging member;

ii) a pair of diametrically opposing latch clip-receiving notches projecting inwardly from the outer end of each of the extenders a distance sufficient to permit a portion of the body of the respective latch clip to be housed within the respective extender and to permit pivotal movement of said latch clip relative to said extender; and

iii) a plurality of longitudinally coextensive protrusions on an outer surface of the cargo-engaging member.

6. A cargo-shoring assembly adapted to releasably engage a mounting member secured to a freight transport vehicle, said assembly comprising:

i) an elongated hollow-form generally cylindrical cargo-engaging member having opposing first and second ends and a pair of diametrically opposing latch clip-receiving slots projecting inwardly from the first end;

ii) an extender telescopically carried in the cargo-engaging member, said extender having an outer end, said outer end having a pair of diametrically opposing notches projecting inwardly therefrom; and

iii) a latch clip pivotally mounted on the extender adjacent to the outer end thereof; said latch clip extending transversely to the cargo engaging member and adapted to releasably engage the diametrically opposing slots of the cargo-engaging member, said slots projecting inwardly a distance sufficient to permit the latch clip to be removably and substantially fully received within the cargo-engaging member with no portion of said latch clip extending axially beyond the first end of said cargo engaging member, said notches in the extender projecting inwardly a distance sufficient to permit a portion of the latch clip to be housed within the extender and to permit pivotal movement of said latch clip relative to said extender.

7. A cargo-shoring assembly adapted to releasably engage a mounting member secured to a freight transport vehicle, said assembly comprising:

an elongated hollow-form cargo-engaging member having opposing first and second ends;

an extender slidably carried in the cargo-engaging member, said extender having an outer end adjacent said first end; and

a latch clip pivotally connected to the extender a fixed distance inwardly of the outer end thereof, said latch clip having a mounting member-engaging portion, said latch clip pivotable to extend the mounting member-engaging portion axially beyond the outer end and to retract the mounting member-engaging portion axially within the outer end; said cargo engaging member, said extender, and said latch clip being configured such that said latch clip, while axially retracted within said extender outer end, may be substantially and fully received within said cargo engaging member such that no portion of said latch clip extends axially beyond the first end of said cargo engaging member.

8. The cargo-shoring assembly according to claim 7, wherein the outer end of the extender has a latch clip-receiving notch projecting inwardly therefrom, a portion of said latch clip receivable in the latch clip-receiving notch when the mounting member-engaging portion is retracted axially within the outer end.

9. The cargo-shoring assembly according to claim 7, wherein the first end of the cargo-engaging member has a latch clip-receiving slot projecting inwardly therefrom and said latch clip has a protrusion receivable within the latch clip-receiving slot to limit movement of the latch clip into the cargo-engaging member.