AU2017200233B2 - Freight restraint - Google Patents

Abstract

A restraint gate for an open sided vehicle or container having a roof and a floor. The gate includes a rigid frame. A lower end region of the gate is adapted to engage the floor or a coaming rail associated with the floor. The restraint gate also includes an upper end region or side region including an abutment surface for abutting a post associated with the vehicle or container. Abutting of the abutment surface with the post limits displacement of the upper end region or side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container.

Description

FREIGHT RESTRAINT

Technical Field

[0001] The present invention relates to a freight restraint for a vehicle, such as a truck or trailer, or for a container. The restraint is particularly adapted for use on large curtain sided semi-trailers and truck bodies, and will hereinafter be generally described in this context, although other applications are also envisaged.

Background of Invention

[0002] The curtains provided on curtain sided freight vehicles are not sufficiently strong to prevent some loads (or cargo) from moving laterally beyond the sides of the vehicle during transit. Therefore, additional restraints are required for this purpose.

[0003] Fixed gates have previously been used along the sides of trailers and other open-sided freight vehicles to provide lateral load restraint. The gates conventionally have "spades" at the bottom edge that fit into pockets in the floor or an associated coaming rail to retain the gates in position. When access to the load is necessary the gates are lifted off the trailer.

[0004] This lifting of gates is known as a cumbersome task, and was addressed several years ago by attaching the gates to sliding side posts spaced along the side of the trailer. The sliding side posts were well known at the time and initially used as roof supports. The posts typically have a "knee joint" towards the bottom of the post. This allows the posts to be detached from a locating slot in the floor (typically the coaming rail), and a carriage at the top which runs in a rail along the roof of the trailer. By disconnecting the post at the bottom the post is able to move along the rail to an end of the trailer to provide clear access to the load or load space. This attachment of the gates avoided the need to lift the gates from the trailer. However, it wasn't particularly convenient to slide the post towards an end of the trailer with the attached gates mounted thereon.

[0005] The increasing complexity of restraint gate designs, such as of the types mentioned briefly above also brings with it an increase in manufacturing costs that are generally passed onto the consumer. Some consumers would prefer the option of a

lower cost restraint gate, even if it has less functionality, and even if it requires greater manual effort by an operator when handling, as compared to other gates on the market.

[0006] One deficiency noted by the applicant with regard to existing gate designs relates to their specific side load restraint capabilities. The lower ends of existing gate designs include spades that fit into pockets in the floor or coaming rail, and so the lower gate end is suitably designed to restrain side load applied thereto. However, the upper ends of existing gates are generally not designed to restrain side load with the gate in an upstanding orientation. Instead, the upper ends of many existing gates are provided with a degree of freedom, allowing the upper end to swing inwardly into the load space and rest against the load. The gate can then be lashed to the load when in this position. In this regard, its common practice for operators to use restraint gates to lash and contain loads, even though conventionally designed gates aren't specifically configured as load restraint devices. To do this, the operator will place one or two binding straps over the top of the gate or through the upper part of the gate and over the load. When the binding straps are tightened, the gate is pulled into the load at the top, and assists in keeping loose loads tight on their pallets. However, in cases where gates are suspended by hanging straps, the hanging strap is not provided with sufficient slack length then tensioning of the binding strap(s) also tensions the hanging strap as the gate articulates inwards about its lower end, with the potential for damage to the hanging strap possible.

[0007] The applicant is aware of at least one attempt to address the lack of load support provided by the upper end of existing restraint gates when in an upstanding position, although the applicant considers that the design is less than ideal from a functional point of view. Moreover, the lashing and containing of loads with this arrangement isn't possible, since the specific gate design (and its interaction with the posts on either side of the gate) prevents the upper end of the gate from articulating inwardly if required to lash and contain the loads.

[0008] It would therefore be desirable to provide a way of at least partially addressing some of the above referred issues of existing restraint arrangements.

Summary of Invention

[0009] According to a broad aspect of the present invention, there is provided a restraint gate for an open sided vehicle or container having a roof and a floor. The gate includes a rigid frame. A lower end region of the gate is adapted to engage the floor or a coaming rail associated with the floor. The restraint gate also includes an upper end region or side region including an abutment surface for abutting a post associated with the vehicle or container. Abutting of the abutment surface with the post limits displacement of the upper end region or side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container. In some embodiments a plurality of abutment surfaces may be provided.

[0010] In this way, the upper end region or side region interacts with the post to provide the gate with sideways load bearing capacity at or near the top end region of the gate, which is not available on conventional gates.

[0011] Moreover, the provision of the abutment surface limits displacement of the upper end region or side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space. This feature is considered particularly useful, and is considered by the applicant to be unique to their invention. The ability for the gate to be pivoted inwardly about its engagement point with the floor or coaming rail is desirable in instances where the operator wishes to secure the top of the gate in place to or adjacent a load provided within the cargo receiving space.

[0012] In one form of the invention, the abutment surface is provided on a protrusion extending from the rigid frame. In such an arrangement and, when the frame is in an in-use orientation, the protrusion may extend in a generally horizontal direction from the upper edge region or from the side region of the frame.

[0013] In one embodiment, the frame includes an upper frame member extending in an at least substantially horizontal direction and a side frame member extending in an at least substantially vertical direction, with the protrusion extending in an at least substantially horizontal direction from an end of the upper frame member or from an upper end of the side frame member. It is to be appreciated that, in other embodiments, the protrusion may extend along the side frame member, perhaps even along substantially the entire length of the side frame member. In such an arrangement, the protrusion may be continuous along the side frame member or may be provided in two or more protrusion sections spaced along the side frame member.

[0014] The upper end region or a second side region of the gate may include a second abutment surface (or a plurality of second abutment surfaces) for abutting a second post or body associated with the vehicle or container, whereby abutting of the second abutment surface with the second post or body limits displacement of the upper end region or second side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container. Such an arrangement is desirable because, in effect, both upper corner regions of the gate may interact with a respective post or body so as to provide sideways load bearing capacity, which is not available on conventional gates. Such an arrangement thereby provides a load bearing capacity along the bottom of the gate by virtue of its engagement with the floor or coaming rail, and aload bearing capacity at or towards the top of the gate.

[0015] Preferably, abutment of the second abutment surface with the second post or body limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space. As with the interaction between the first abutment surface and the first post, the interaction between the second abutment surface and second post or body is considered by the applicant to be particularly useful, and unique to their invention.

[0016] In one form, the second abutment surface is provided on a second protrusion extending from the rigid frame. In one form and, when the gate is provided in an in-use orientation, the second protrusion may extend in a generally horizontal direction from the upper edge region or from the second side region of the frame. In one, more particular form, the frame includes a second side frame member extending in an at least substantially vertical direction, with the second protrusion extending in an at least substantially horizontal direction from a second end of the upper frame member or from an upper end of the second side frame member.

[0017] In one preferred form, the gate is movable from a freight restraining position to a lifted position relative to the vehicle or container so as to disengage the lower end of the gate from the floor or coaming associated with the floor. When the gate is in the lifted position, the abutment surface is also moved out of an abutting alignment with the post, thereby allowing displacement of the upper end region or side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container. This is desirable to allow an operator to manually move or remove the gate, when required, so as to access the cargo receiving space. Any suitable mechanism may be utilised for lifting the gate. The lifting mechanism may be separate to the gate, or may be at least partially integrated into the gate. In some instances, a lifting mechanism may not be provided, such that an operator is required to lift the gate into and out of its restraining position.

[0018] Likewise, in a preferred form, the gate is movable from the freight restraining position to the lifted position so as to move the second abutment surface out of an abutting alignment with the second post (or body), thereby allowing displacement of the upper end region or second side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container. This, too, allows an operator to manually move or remove the gate so as to access the cargo receiving space.

[0019] So far, the invention has generally been described in the context of a restraint gate. However, it is to be appreciated that the invention also pertains to a post for use with the restraint gate of the type described above. The post is mounted or adapted to be mounted in an in-use position between the vehicle or container roof and floor or coaming rail associated with the floor. The post includes an abutment surface for abutment with the abutment surface of the frame.

[0020] The post may adopt any suitable form. It is envisaged that the post may be slidably or removably fitted into an in-use position along a side of the vehicle or container, thereby enabling an operator to remove or move the post so as not to obstruct the side opening of the vehicle or container. The post may be slidably mounted to a rail fixed in position to or adjacent the roof and proximate the opening. The post(s) may be fixed in position to the vehicle, if desired. For example, one or both of the posts may be fixed corner or side posts of the vehicle.

[0021] In one embodiment, the abutment surface of the post is provided on a protrusion extending from the post. When the post is in an in use orientation, the post protrusion preferably extends in a generally horizontal direction from an upper end of the post.

[0022] The invention also pertains to a restraint system including a restraint gate as described generally above, together with at least one post of the type generally described above.

[0023] More preferably, the restraint system includes a second post (or body) for abutment with the second abutment surface of the gate.

[0024] According to another aspect of the present invention, there is provided a restraint gate for an open sided vehicle or container having a roof and a floor. The gate includes a rigid frame. A lower end region of the gate is adapted to engage the floor or a coaming rail associated with the floor. An upper end region or side region of the gate includes at least one abutment surface for abutting the roof or a roof rail structure associated with the roof. Abutting of each abutment surface with the roof or roof rail structure limits displacement of the upper end region or side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container.

[0025] In one form, abutment of each abutment surface with the roof or roof rail structure limits displacement of the upper end region or side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space.

[0026] In another form, abutment of each abutment surface with the roof or roof rail structure limits displacement of the upper end region or side region of the gate in an outwardly direction, away from the cargo receiving space, and also limits displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space.

[0027] Each abutment surface may be provided on a protrusion extending from the rigid frame.

[0028] In one form, the frame includes an upper frame member extending in an at least substantially horizontal direction and a side frame member extending in an at least substantially vertical direction, with the protrusion extending in an at least substantially vertical direction from an end of the upper frame member or from an upper end of the side frame member.

[0029] The upper end region or a second side region of the gate preferably includes at least one second abutment surface for abutting the roof or roof rail structure. Abutting of each second abutment surface with roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container.

[0030] In one form, abutment of the (or each) second abutment surface with the roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space.

[0031] In another form, abutment of each second abutment surface with the roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, and limits displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space.

[0032] The (or each) second abutment surface may be provided on a second protrusion extending from the rigid frame.

[0033] The gate of this embodiment may be movable from a freight restraining position to alifted position relative to the vehicle or container so as to disengage the lower end of the gate from the floor or coaming associated with the floor, and to move the abutment surface out of an abutting alignment with the roof or roof rail structure, thereby allowing displacement of the upper end region or side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

[0034] In use, the gate is preferably movable from the freight restraining position to the lifted position so as to move each second abutment surface out of an abutting alignment with the roof or roof rail structure, thereby allowing displacement of the upper end region or second side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

[0035] At least one of the first and second protrusions extending from the gate of this embodiment may be in the form of a pin or bolt, such as a pad bolt, that is extendable and retractable relative to the gate or hinged to the gate. The protrusion may be removable, if desired.

[0036] It is to be appreciated that terms describing orientation or direction such as "horizontal", "vertical", "upper" and 'lower" in this specification are to be interpreted with regard to a typical orientation of the restraint system, as shown in the drawings, unless indicated otherwise. These terms are used to assist the reader gain an understanding of the invention.

Brief Description of Drawings

[0037] It will be convenient to hereinafter describe preferred embodiments of the invention with reference to the accompanying drawings. The particularity of the drawings is to be understood as not limiting the preceding broad description of the invention.

[0038] Figure 1 is a front perspective view of a restraint gate according to one embodiment of the present invention when in a restraining mode.

[0039] Figure 2 is a front perspective view of the restraint gate shown in Figure 1, when in a non-restraining, lifted and disengaged mode.

[0040] Figure 3 is a front perspective view of the restraint gate shown in Figure 1, when in a non-restraining, hanging and disengaged mode.

[0041] Figure 4 is a perspective front view of an alternative gate design.

[0042] Figure 5 is a rear perspective view of an upper portion of a restraint gate according to another embodiment of the present invention.

[0043] Figure 6 is an end view of the restraint gate shown in Figure 5.

[0044] Figure 7 is an end view of a portion of the restraint gate shown in Figure 6.

[0045] Figure 8 is a rear perspective view of an upper portion of a restraint gate according to another embodiment of the present invention.

[0046] Figure 9 is an end view of the restraint gate portion shown in Figure 8.

Detailed Description

[0047] Referring to the drawings, there is illustrated a restraint system including a restraint gate 10. The restraint gate 10 is provided for use on an open sided freight vehicle (or container) having a roof 12 and a floor 14. The gate 10 includes a rigid frame 16, comprising horizontal members 18, 20, and vertical members 22, 24, 26, 28, 30, 32, 34 welded in position to the horizontal members 18, 20. The members 22, 24, 26, 28, 30, 32, 34 need not be vertical, and also need not be welded to the horizontal members 18, 20. Moreover, the various horizontal and vertical members need not be steel. For example, the gate need only be capable of restraining a defined load, and in some cases this can be achieved with tensioned fibreglass pultrusions, tension webbing or netting (such as shown in Figure 4).

[0048] A lower end region 36 of the gate 10 is adapted to releasably engage a coaming rail 38 associated with the floor when in the in-use, upstanding position illustrated in Figure 1. The coaming rail 38 is permanently mounted in position along the lower edge of the side opening of the vehicle. It can be seen in Figure 1 that the lower end of the gate 10 includes two tabs (or spades) 40, 42 welded in position to the gate 10. The tabs 40, 42 are removably received in respective apertures 44, 46 provided in the coaming rail 38 when in the in-use position with the gate acting as a sideways load restraint. Figure 1 shows the tabs 40, 42 received in their respective apertures 44, 46.

[0049] The restraint gate 10 also includes a pair of protrusions 48, 50. The protrusions 48, 50 extend generally horizontally from the respective ends 52, 54 of the horizontal member 18. It can be seen that the protrusion 48 extends in a horizontal direction outwardly beyond the vertical member 22; and that the protrusion 50 extends in a horizontal direction outwardly beyond the vertical member 34.

[0050] The protrusion 48 is provided with an abutment surface 56 for abutting an associated abutment surface 58 provided on post 60. The protrusion 50 is provided with an abutment surface 62 for abutting an associated abutment surface 64 provided on post 66. The surfaces 58, 64 face inwardly towards the load or load space. Further details pertaining to the posts 60 and 66 will be provided later. It is to be appreciated that the gate 10 may be restrained by virtue of its interaction with a corner of the vehicle or body, rather than by its interaction with one (or possibly even both) of the posts 60, 66. For example, restraint may be by way of the gate 10 interacting with a fixed or moveable corner post or other structure provided at a forward or rear corner of the vehicle.

[0051] Abutting of the abutment surface 56 with the post 60 limits displacement of the upper end region or side region of the gate 10 in an outwardly direction X (see Figure 1) away from a cargo receiving space of the vehicle or container. In this regard, and referring to Figure 1, the upper end of the gate 10 is prevented from moving outwardly away from the cargo receiving space any further than its illustrated position of Figure 1. Thus, the provision of the abutment surface 56 and its interaction with the post 60 desirably provides the gate 10 at (or towards) its upper end with a sideways load restraint. Likewise, a sideways load restraint capability at (or towards) the upper end of the gate 10 is provided by the abutment surface 62 and its interaction with the post 66. The side load bearing capability at (or towards) the top of the gate 10 provided by the present invention is desirable and is not available on conventional gates. Such an arrangement is desirable because, in effect, both upper corner regions of the gate 10 interact with a respective post 60, 66 so as to provide sideways load bearing capacity at (or towards) the top end of the gate 10, as well as a load bearing capacity being provided along the bottom of the gate 10 by virtue of its engagement with coaming rail 38.

[0052] It is to be appreciated that the interaction between the abutment protrusions 48, 50 and posts 60, 66 limits displacement of the upper end region or side region of the gate in an outwardly direction X (see Figure 1), away from the cargo receiving space, but does not limit displacement of the upper end region or side region of the gate 10 in the direction X1 (see Figure 1) into or towards the cargo receiving space. As stated previously, this feature is considered particularly useful, and is considered by the applicant to be unique to their invention. The ability for the gate 10 to be pivoted inwardly in the direction X1 about its engagement point with the floor 14 or coaming rail 38 is desirable in instances where an operator wishes to secure the top of the gate 10 in place to or adjacent a load provided within the cargo receiving space.

[0053] When comparing the location of the gate 10 shown in Figure 1 to that shown in Figures 2 and 3, it can be seen that the gate 10 is movable from the freight restraining position of Figure 1 to the lifted (or raised) and disengaged position shown in Figure 2, and then to the disengaged, hanging position shown in Figure 3. In the position shown in Figure 2, the tabs 40, 42 are disengaged from the respective coaming rail apertures 44, 46; and the abutment protrusions 48, 50 are no longer in a vertical alignment with the respective abutment surfaces 58, 64 on posts 60, 66. Thus, in the position shown in Figure 2, the gate 10 is free to move in the direction X relative to the vehicle outwardly from the coaming rail 38 and posts 60, 66. The gate 10 can then be moved manually in an outwards direction relative to the vehicle and then lowered into the position shown in Figure 3. In this position, the tabs 40, 42 are no longer received within the associated coaming rail apertures 44, 46, but instead rest against an outer surface 39 of the coaming rail 38. In this position, the protrusions 48, 50 are located on the outer side of the respective abutment surfaces 58, 64 on posts 60, 66, such that the gate is no longer capable of restraining a side load, and can be manually moved relative to (or removed from) the vehicle to allow access to the load or load space.

[0054] The gate 10 is supported in the position shown in Figure 3 by a support device 70, which is designed to support the gate 10 at the open side of vehicle. The device 70 has been specifically designed to assist in manoeuvring the gate 10 when it is desired to access the load or load space of the vehicle, or to return the gate 10 to its in-use, side load restraint position shown in Figure 1.

[0055] The device 70 includes a roof connector 72 provided at an upper end 74 thereof. The roof connector 72 is in the form of a bracket. The roof connector 72 is provided to connect the device 70 to a roller assembly, with the roller assembly slidably mounted within an overhead rail 76 provided along one side of the roof. A nut and bolt assembly would be used to connect the connector 72 to the roller assembly.

[0056] The device 70 also includes a gate connector 78. The gate connector 78 is provided for connecting the device 70 to the gate 10. The gate connector 78 is provided in the form of a simple looped end at the lower end 80 of the device 70. In this regard, the device 70 is located about vertical member 28, with the upper end 74 then passed through the loop to facilitate connection to the gate 10.

[0057] The device 70 includes a resilient member, which is provided to resiliently support the gate 10 when the gate 10 is suspended as shown in Figure 3. In the illustrated embodiment, the resilient member is provided in the form of a coiled metal tension spring (not visible) provided within a protective sleeve 82. The provision of device 70 has been found to provide substantial advantage when manoeuvring of the gate 10 is necessary, as the gate feels considerably lighter to the operator and so it is far easier to manoeuvre when compared to a device absent a resilient member. Indeed, it has been established by the applicant that the gate 10 can feel in the order of 75 to 80% lighter by virtue of the device 70 having a resilient member such as like the one described above. The device 70 is described in greater detail in the applicant's co-pending Australian Provisional Patent Application 2015904222. It is to be appreciated, however, that the gate 10 need not include or be associated with the device 70, in which case the gate 10 may need to be manually lifted into and removed from its in-use load restraint position. In yet other embodiments of the present invention, the gate 10 may include or be utilised with some other support arrangement to reduce or eliminate the manual effort required to fit and remove the gate 10. One such arrangement may include that disclosed is the applicant's co-pending Australian Provisional Patent Application 2015903350. Thus, it is to be understood that the present invention encompasses these (and various other) possible specific gate designs.

[0058] It is to be appreciated that the invention also pertains to the posts 60, 66 used in conjunction with the restraint gate 10. The posts 60, 66 are slidably mounted

to the overhead rail 76 in a conventional manner. The posts 60, 66 are provided with tabs or spades (not clearly visible) at their respective lower ends. With each tab releasably received within a dedicated coaming rail aperture 84, 86.

[0059] It is to be appreciated that the posts 60, 66 are slidably mounted to the overhead rails 76, but could conceivably be releasably connected to both the overhead rail 76 and coaming rail 38, such that the posts 60, 66 are simply disconnected and removed from the vehicle when access to the load or load space is required. As stated previously, one or both of the posts 60, 66 may be fixed in position to the vehicle. For example, one or both posts may be a corner or side post permanently fixed (or mounted) in position to the vehicle.

[0060] The posts 60, 66 include respective protrusions (or tabs) 88, 90 mounted in position on the posts 60, 66. Each protrusion 88, 90 has an abutment surface 58, 64 facing inwardly of the vehicle, towards the freight receiving space. It is the provision of these abutment surfaces 58, 64, together with their interaction with the abutment surfaces 56, 62 of the gate 10 that provides additional side load restraint capacity not available with conventional restraint gates.

[0061] It is to be appreciated that the protrusions 88, 90, or protrusions 48, 50 may be replaced with channels or angle sections mounted at a suitable location along the sides of the posts 60, 66 or the gate 10, so long as this redesigned version similarly provides lateral restraint to the gate 10 at or towards the upper end of the gate 10.

[0062] Desirably, the restraint system of the present invention provides an effectively designed and potentially lower cost option that may be attractive to potential purchasers.

[0063] The provision of the abutment surfaces 56, 62 with the posts 60, 66 provides the gate 10 at (or towards) its upper end with a lateral load restraint capability. The side load bearing capability at (or towards) the top of the gate 10 provided by the present invention is desirable and is not available on conventional gates. Despite this advantage, an operator can elect to lash the gate 10 to or adjacent a load, since the gate 10 is specifically designed to be able to articulate inwardly, if

required. This feature is not available with at least one existing restraint gate known to the applicant.

[0064] The protrusions 88, 90 of the illustrated embodiment are permanently mounted in position to the respective posts 60, 66. However, other embodiments are also contemplated in which one or both of the protrusions 88, 90 may be retractable relative to their respective post. For example, one or both of the protrusions 88, 90 may be provided in the form of a sliding pin or bolt (such as a pad bolt) receivable in respective apertures provided in the gate 10.

[0065] Likewise, the protrusions 48, 50 of the illustrated embodiment are permanently mounted in position to the gate 10. However, other embodiments are also contemplated in which one or both of the protrusions 48, 50 may be retractable relative to the gate frame 16. For example, one or both of the protrusions 48, 50 may be provided in the form of a sliding pin or bolt (such as a pad bolt) receivable in respective apertures provided in the posts 60, 66.

[0066] Referring to the Figures 5 to 7, there is illustrated a restraint system including a restraint gate 110. Like gate 10 of Figures 1 to 3, gate 110 is provided for use on an open sided freight vehicle (or container) having a roof and a floor.

[0067] The gate 110 includes a rigid frame 116, comprising horizontal members (including member 118), and vertical members (including member 122) welded or bolted in position to the horizontal members.

[0068] A lower end region 136 of the gate 110 is adapted to releasably engage a coaming rail 138 associated with the floor when in the in-use, upstanding position illustrated in Figure 6. The coaming rail 138 is permanently mounted in position along the lower edge of the side opening of the vehicle. The lower end of the gate 110 includes two (or more) tabs 140 (only one of which is visible in Figure 6) welded in position to the gate 110. The tabs 140 are removably received in respective apertures 144 provided in the coaming rail 138 when in the in-use position with the gate 110 acting as a sideways load restraint.

[0069] The upper end of the restraint gate 110 includes one or more protrusions 148 (only one being visible). The protrusion(s) 148 extend generally upwardly from the upper corners of the gate 110.

[0070] The protrusions 148 are for receipt in slot(s) 160 provided in member(s) 162 attached to the roof/rail structure 158. The member(s) 162 may be permanently mounted in position or removable. Also, they may be retractable, pivotable or the like, if desired.

[0071] Capture of the protrusions 148 in slots 160 limits displacement of the upper end region of the gate 110 in an outwardly direction X away from a cargo receiving space of the vehicle or container, and an inwardly direction X1. Such an arrangement is desirable because, in effect, both upper corner regions of the gate 110 interact with the roof/roof rail structure 158 so as to provide sideways load bearing capacity at the top end of the gate 110, as well as a load bearing capacity being provided along the bottom of the gate 110 by virtue of its engagement with coaming rail 138.

[0072] The gate 110 may be supported in the position shown by a support device designed to support the gate 110 at the open side of vehicle. Such an arrangement is not illustrated in detail, but may be of the type shown in the embodiment illustrated in Figures 1 to 3.

[0073] It is to be appreciated that the embodiment shown in Figures 5 to 7 functions without the need for separate posts of the type shown in Figures 1 to 3.

[0074] Referring to the embodiment shown in Figures 8 and 9, there is illustrated a restraint system including a restraint gate 210. Like gate 10 of Figures 1 to 3, gate 210 is provided for use on an open sided freight vehicle (or container) having a roof and a floor.

[0075] The gate 210 includes a rigid frame 216, comprising horizontal members (not shown), and vertical members 222 welded in position to the horizontal members.

[0076] A lower end region (not shown) of the gate 210 is adapted to releasably engage a coaming rail, in much the same way as the embodiments of Figures 1 to 3 and 5 to 7, so won't be described further.

[0077] The upper end of the restraint gate 210 includes a pair of protrusions 248 (only one being visible). The protrusions 248 extend generally upwardly from the upper corners of the gate 210.

[0078] The protrusions 248 are provided with abutment surfaces 256 for abutting an inwardly facing surface of the vehicle/container roof or roof rail structure 258. The surface 258 faces inwardly towards the load or load space.

[0079] Abutting of the abutment surface 256 with the roof or roof rail structure 258 limits displacement of the upper end region of the gate 210 in an outwardly direction X away from a cargo receiving space of the vehicle or container, but does not limit displacement inwardly (in the direction X1). Such an arrangement is desirable because, in effect, both upper corner regions of the gate 210 interact with the roof/roof rail structure 258 so as to provide sideways load bearing capacity at the top end of the gate 210, as well as a load bearing capacity being provided along the bottom of the gate 210 by virtue of its engagement with the coaming rail.

[0080] The gate 210 may be supported in the position shown by a support device designed to support the gate 210 at the open side of vehicle. Such an arrangement is not illustrated in detail, but may be of the type shown in the embodiment illustrated in Figures 1 to 3.

[0081] It is to be appreciated that the embodiment shown in Figures 5 to 7 functions without the need for separate posts of the type shown in Figures 1 to 3.

[0082] It is to be understood that various alterations, modifications and/or additions may be introduced into the construction and arrangement of the parts previously described without departing from the spirit or ambit of this invention.

Claims (24)

The Claims defining the Invention Are As Follows

1. A restraint gate for an open sided vehicle or container having a roof and a floor, the gate including: a rigid frame; a lower end region of the gate adapted to engage the floor or a coaming rail associated with the floor; and an upper end region or side region of the gate including at least one abutment surface for abutting a post associated with the vehicle or container, whereby abutting of each abutment surface with the post limits displacement of the upper end region or side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container but does not limit displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space.

2. A restraint gate according to claim 1, wherein each abutment surface is provided on a protrusion extending from the rigid frame.

3. A restraint gate according to claim 2, wherein, when the frame is in an in use orientation, the protrusion extends in a generally horizontal direction from the upper end region or from the side region of the frame.

4. A restraint gate according to claim 3, wherein the frame includes an upper frame member extending in an at least substantially horizontal direction and a side frame member extending in an at least substantially vertical direction, with the protrusion extending in an at least substantially horizontal direction from an end of the upper frame member or from an upper end of the side frame member.

5. A restraint gate according to claim 4, wherein the upper end region or a second side region of the gate includes at least one second abutment surface for abutting a second post or body associated with the vehicle or container, whereby abutting of each second abutment surface with the second post or body limits displacement of the upper end region or second side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container.

6. A restraint gate according to claim 5, wherein abutment of each second abutment surface with the second post or body limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space.

7. A restraint gate according to claim 5 or 6, wherein each second abutment surface is provided on a second protrusion extending from the rigid frame.

8. A restraint gate according to claim 7, wherein, when in an in-use orientation, the second protrusion extends in a generally horizontal direction from the upper end region or from the second side region of the frame.

9. A restraint gate according to claim 8, wherein the frame includes a second side frame member extending in an at least substantially vertical direction, with the second protrusion extending in an at least substantially horizontal direction from a second end of the upper frame member or from an upper end of the second side frame member.

10. A restraint gate according to any one of claims 7 to 9, wherein the gate is movable from a freight restraining position to a lifted position relative to the vehicle or container so as to: - disengage the lower end of the gate from the floor or coating associated with the floor, and - move each abutment surface out of an abutting alignment with the post, thereby allowing displacement of the upper end region or side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

11. A restraint gate according to claim 10, wherein, in use, the gate is movable from the freight restraining position to the lifted position so as to move each second abutment surface out of an abutting alignment with the second post or body, thereby allowing displacement of the upper end region or second side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

12. A restraint gate according to claim 11, wherein at least one of the first and second protrusions extending from the gate is a pin or bolt, such as a pad bolt, that is extendable and retractable relative to the gate.

13. A restraint gate according to claim 12, wherein the pin or bolt, when in an extended position, is receivable in a receiving aperture provided in one of the first post, second post or body.

14. A restraint gate for an open sided vehicle or container having a roof and a floor, the gate including: a rigid frame; a lower end region of the gate adapted to engage the floor or a coaming rail associated with the floor; and an upper end region or side region of the gate including at least one abutment surface for abutting the roof or a roof rail structure associated with the roof, whereby abutting of the abutment surface with the roof or roof rail structure limits displacement of the upper end region or side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container but does not limit displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space of the vehicle or container.

15. A restraint gate according to claim 14 wherein abutment of each abutment surface with the roof or roof rail structure limits displacement of the upper end region or side region of the gate in an outwardly direction, away from the cargo receiving space, and limits displacement of the upper end region or side region of the gate in an inwardly direction into or towards the cargo receiving space.

16. A restraint gate according to any one of claims 14 to 15, wherein each abutment surface is provided on a protrusion extending from the rigid frame.

17. A restraint gate according to claim 16, wherein the frame includes an upper frame member extending in an at least substantially horizontal direction and a side frame member extending in an at least substantially vertical direction, with the protrusion extending in an at least substantially vertical direction from an end of the upper frame member or from an upper end of the side frame member.

18. A restraint gate according to any one of claims 14 to 17, the upper end region or a second side region of the gate including at least one second abutment surface for abutting the roof or roof rail structure, whereby abutting of each second abutment surface with roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction away from a cargo receiving space of the vehicle or container.

19. A restraint gate according to claim 18, wherein abutment of each second abutment surface with the roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, but does not limit displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space.

20. A restraint gate according to claim 18, wherein abutment of each second abutment surface with the roof or roof rail structure limits displacement of the upper end region or second side region of the gate in an outwardly direction, away from the cargo receiving space, and limits displacement of the upper end region or second side region of the gate in an inwardly direction into or towards the cargo receiving space.

21. A restraint gate according to any one of claims 18 to 20, wherein each second abutment surface is provided on a second protrusion extending from the rigid frame.

22. A restraint gate according to any one of claims 14 to 20, wherein the gate is movable from a freight restraining position to a lifted position relative to the vehicle or container so as to: - disengage the lower end of the gate from the floor or coaming associated with the floor, and - move each abutment surface out of an abutting alignment with the roof or roof rail structure, thereby allowing displacement of the upper end region or side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

23. A restraint gate according to claim 22, wherein, in use, the gate is movable from the freight restraining position to the lifted position so as to move each second abutment surface out of an abutting alignment with the roof or roof rail structure, thereby allowing displacement of the upper end region or second side region of the gate in the outwardly direction away from the cargo receiving space of the vehicle or container.

24. A restraint gate according to claim 22, wherein at least one of the first and second protrusions extending from the gate is a pin or bolt, such as a pad bolt, that is extendable and retractable relative to the gate or hinged to the gate.