Patent Publication Number: US-2023134593-A1

Title: Systems and methods for restraining carts and other cargo using forward and rearward brackets

Description:
PRIORITY CLAIM 
     This application claims the benefit of priority under 35 U.S.C. § 119(e) of U.S. Provisional Pat. Application Serial No. 63/275,599, filed Nov. 4, 2021, which is hereby incorporated by reference in its entirety. 
    
    
     BACKGROUND 
     The present embodiments relate generally to systems and methods for restraining cargo, such as carts, when disposed in a movable cargo compartment. 
     Certain movable cargo compartments employ the use of beams or straps to restrain cargo being transported within the cargo compartment. In some systems, stand-alone beams spanning a full width of the cargo compartment are brought in from outside of the cargo compartment, and in each usage are engaged and disengaged from coupling locations in the cargo compartment. In such situations, the stand-alone beams are required to be stored at a loading dock, and may need to be moved on and off the cargo compartment each time it is loaded or unloaded. This process takes added time and may increase the likelihood of injuries. 
     In some other systems, cargo securement straps may be used to secure cargo. However, in a situation where the cargo comprises a plurality of carts, a significant number of straps would be required to adequately restrain the carts individually. Further, the straps would take a relatively long time to install, and subsequently need to be rolled into a storage state. 
     Moreover, if a relatively small number of carts or other cargo are in the cargo compartment, there is a particular need to restrain the cargo in each of forward, rearward and lateral directions because, in such relatively empty compartments, the carts or cargo cannot rely upon a well-packed or abutting state with each other to limit forward, rearward or lateral movement. 
     SUMMARY 
     Systems and methods are provided for restraining cargo in a cargo compartment. In one embodiment, the system comprises a bracket having a main plate segment having a front side and a rear side. At least one adapter is coupled to the bracket, wherein the at least one adapter is dimensioned to be releasably secured to a track within the cargo compartment. A hook is disposed along a portion of the bracket, the hook comprising a rear segment, an end segment and a front segment. A receiving space is formed between the rear segment, the end segment and the front segment, and a portion of cargo is dimensioned to be placed within a portion of the receiving space. In one example, the system includes a locking member having an open state and a closed state, wherein the portion of cargo is capable of being inserted into the receiving space when the locking member is in the open state, and wherein the portion of cargo is restrained from forward, rearward and lateral movement in the cargo compartment when the locking member is in the closed state. 
     In one example, the locking member comprises a main body having a width that is less than a width of the receiving space so that a portion of the locking member extends into the receiving space in the closed state. A stop member may be connected to the locking member, the stop member having a width greater than the width of the receiving space, such that stop member limits movement of the locking member into the receiving space in the closed state. The stop member may be dimensioned to catch upon at least one of an upper surface of the rear segment of the hook member or an upper surface of the front segment of the hook member in the closed state. The stop member may comprise a plate-like member having a width that extends laterally beyond a periphery of the main body of the locking member. 
     In one embodiment, the locking member comprises a main body that is rotatable relative to the hook, wherein the locking member rotates into engagement with a portion of the hook in the closed state. 
     In some embodiments, the locking member is both axially moveable and rotatable relative to the main plate segment. A slot may be disposed in the locking member, and a pivot pin extends from the main plate segment toward an interior of the cargo compartment. A portion of the pivot pin may extend through the at least one slot in the locking member, such that the locking member can move axially relative to the pivot pin. 
     Other systems, methods, features and advantages of the invention will be, or will become, apparent to one with skill in the art upon examination of the following figures and detailed description. It is intended that all such additional systems, methods, features and advantages be within the scope of the invention, and be encompassed by the following claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention can be better understood with reference to the following drawings and description. The components in the figures are not necessarily to scale, emphasis instead being placed upon illustrating the principles of the invention. Moreover, in the figures, like referenced numerals designate corresponding parts throughout the different views. 
         FIG.  1    is a perspective view of an exemplary cargo compartment, including features of a system for restraining cargo in accordance with the present embodiments, taken in a partially rearward to forward direction. 
         FIG.  2    is a side view of the system of  FIG.  1   . 
         FIG.  3    is a perspective view showing features of a front side of a forward bracket of the system of  FIGS.  1 - 2   , wherein the forward bracket is coupled to a track in the cargo compartment. 
         FIG.  4    is a perspective view showing features of a rear side of the forward bracket of the system of  FIG.  3    (where the track in the cargo compartment is omitted for illustrative purposes). 
         FIG.  5    is a perspective view showing features of a front side of a rearward bracket of the system of  FIGS.  1 - 2   , the rearward bracket having a locking member, wherein the rearward bracket is coupled to a track in the cargo compartment and the locking member is in an open state. 
         FIG.  6    is a perspective view showing the rearward bracket of  FIG.  5    in a closed state. 
         FIG.  7    is a perspective view showing features of a rear side of the rearward bracket of  FIGS.  5 - 6   , with the locking member in an open state (where the track in the cargo compartment is omitted for illustrative purposes). 
         FIG.  8    is a perspective view showing features of a front side of an alternative bracket having a locking member, wherein the locking member is in an open state. 
         FIG.  9    is a perspective view showing the locking member of  FIG.  8    in a closed state. 
         FIG.  10    is a perspective view of an alternative embodiment comprising an extension plate coupled to at least one forward or rearward bracket. 
         FIG.  11    is a perspective view of a further alternative embodiment comprising openings in a portion of a bracket to facilitate access to fasteners. 
         FIG.  12    is a perspective view of yet a further alternative embodiment, in which a spring is included to bias the locking member to a closed state. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Referring to  FIGS.  1 - 7   , a first embodiment of a system  20  for restraining cargo  90  within a cargo compartment  10  is provided. As depicted in  FIGS.  1 - 2   , the cargo compartment  10  may be for a truck, a trailer, a cargo van, an intermodal container, a rail car, a compartment on a boat or aircraft or the like. While any of these types of cargo compartments can successfully receive the system  20 , the system  20  will be described and depicted in detail as installed and used within the cargo compartment of a truck. One of ordinary skill in the art with a thorough review of this specification and figures will readily understand that the system  20  can be adapted for other types of cargo compartments and would be able to implement the system  20  in other types of cargo compartments. 
     Moreover, while many types of cargo  90  can successfully be restrained by the system  20 , the cargo  90  will be described and depicted herein as a plurality of carts  90 , such as two exemplary carts  90   a  and  90   b . One of ordinary skill in the art with a thorough review of this specification and figures will readily understand that the system  20  can be adapted for other types of cargo and would be able to implement the system  20  with other types of cargo (such as boxes or pallets), in addition to carts. Moreover, one of ordinary skill in the art will readily understand that while two exemplary carts  90   a  and  90   b  are depicted herein, the system  20  can be used with only one cargo item in the compartment  10 , or alternatively with three or more cargo items in the compartment  10 . 
     The system  20  comprises at least one bracket, and in the example of  FIGS.  1 - 7    a plurality of brackets, in particular a forward bracket  30  and a rearward bracket  60 , that are adapted to be adjustably mounted within the cargo compartment  10 , and coupled to a sidewall  12  of the cargo compartment  10 , as explained in further detail below. A fixed track  14  having a plurality of spaced-apart apertures  15  may extend along the sidewall  12 , as depicted in  FIGS.  1 - 2   . In the example of a cargo compartment of a truck, it will be appreciated that the truck comprises an opposing sidewall (which is not depicted in the views of  FIGS.  1 - 2   ), and that another horizontal track with apertures may be disposed on that opposing sidewall and used in a similar manner. As described herein, the cargo compartment  10  comprises a main axis A 1  extending forward to rearward within the cargo compartment, and a lateral axis A 2  extending in a direction from one sidewall  12  toward an opposite sidewall, as depicted in  FIG.  1   . As explained further below, the system  20  is capable of restraining movement of cargo in forward and rearward directions along the main axis A 1 , and further restraining lateral movement of the cargo along the lateral axis A 2 . 
     The track  14  may be one of a plurality of lengths of stationary logistics track, such as “A” or “E” track, which are well known in the art. The logistics track is normally rigidly mounted to the walls or floor of a cargo compartment, or to a storage facility. In some embodiments, the track  14  comprises a vertically or horizontally aligned track that is mounted to the walls of the cargo compartment. In the exemplary systems herein, the track  14  is depicted as being a horizontally aligned track that is mounted to the sidewall  12  of the cargo compartment  10 . In some embodiments, a plurality of tracks  14  may be disposed upon multiple walls of the cargo compartment  10 , or each wall of the compartment, to allow for flexibility in the arrangement of the cargo  90 , which is releasably mounted to the tracks  14  for desired storage and transport purposes. 
     The plurality of apertures  15  may extend from a front surface  16  of the track  14  and through the track to a rear surface  17  of the track  14 , as best depicted in  FIG.  3   . The apertures  15  are disposed in a spaced relationship along the length of the track  14 , such as at equal spacing from each other. 
     In some embodiments, as best shown in  FIG.  3   , the track  14  may include first and second portions  18   a  and  18   b  that are secured to a mounting surface such as sidewall  12  of the cargo compartment  10 . The track  14  may further comprise a central portion  18   c , which is set forward of the first and second portions  18   a  and  18   b , in order to create a space behind the central portion  18   c  when the track  14  is secured to the sidewall  12 . In this example, the central portion  18   c  of the track  14  includes the plurality of apertures  15 , as depicted in  FIG.  3   . 
     As will be explained in further detail below, each of the forward bracket  30  and the rearward bracket  60  may comprise, or be coupled to, at least one adapter  50 , which is configured to secure the respective forward and rearwards brackets  30  and  60  to the track  14  in the cargo compartment  10 . The forward and rearwards brackets  30  and  60  work in conjunction with one another to help restrain movement of the cargo  18  in various directions, as will be explained below. 
     Referring to  FIGS.  3 - 4   , further features of the forward bracket  30  are shown and described. The forward bracket  30  comprises a main plate segment  31  having a front side  32   a  and a rear side  32   b , and further having forward and rearward end regions  33   a  and  33   b , respectively. In this example, the main plate segment  31  comprises a generally rectangular shape having a greater horizontal length relative to its vertical height, as depicted in  FIGS.  3 - 4   . 
     The forward bracket  30  comprises a hook  40  at its forward region. In one example, the hook  40  may comprise a generally U-shape that includes a rear segment  41 , an end segment  42  and a front segment  43 , as depicted in  FIG.  3   . The rear segment  41  may be part of the main plate segment  31 , and spans an axial length L 1  between locations  41   a  and  41   b , as depicted in  FIG.  4   . 
     The end segment  42  of the hook  40  extends at an angle from the location  41   a  of the rear segment  41 . In the example shown, the end segment  42  is relatively straight and extends a length L 2  that is substantially perpendicular relative to the rear segment  41 , although it will be appreciated that the end segment  42  may include a slight concave curvature, or be at an angle different than 90 degrees relative to the rear segment  41 . 
     The front segment  43  of the hook  40  extends from the end segment  42  at an angle, which may be perpendicular to the end segment  42 , such that the front segment  43  becomes substantially parallel to the rear segment  41 , as shown in  FIGS.  3 - 4   . The front segment  43  may span the axial length L 1  between locations  43   a  and  43   b , as depicted in  FIG.  3   . 
     In this manner, a receiving space  45  is formed between the rear segment  41 , the end segment  42  and the front segment  43  of the hook  40 . As depicted in  FIG.  3   , and will be explained in further detail below, the receiving space  45  is dimensioned to receive a portion of the cargo  90 , such as a strut  94  of a cart  90  as depicted in  FIGS.  1 - 3   . 
     In one non-limiting example, the length L 1  provided by the rear and front segments  41  and  43  may be greater than an axial length  98  of the strut  94  of the cargo  90 , and further the length L 2  provided by the end segment  42  may be greater than a lateral length  99  of the strut  94  of the cargo  90 , as illustrated in  FIG.  4   . In this manner, the entirety of the strut  94  may be disposed within the boundaries of the receiving space  45  of the hook  40 , as shown and explained further below. 
     Referring to  FIG.  4   , an exemplary adapter  50  suitable for use with the forward bracket  30  is shown and described. The adapter  50  is coupled to the rear side  32   b  of the forward bracket  30 . In this embodiment, two identical adapters  50   a  and  50   b  are spaced-apart along the main longitudinal axis A 1  of the rear side  32   b  of the forward bracket  30 , as shown in  FIG.  4   . 
     In one embodiment, the at least one adapter  50  includes a main body  51  and a first tooth  54   a  that extends downwardly from the body  51 , as depicted in  FIG.  4   . The body  51  defines a front surface  52  that may be flush or nearly flush (e.g., within 0.1 inches) with the front surface  16  of the track  14 . The tooth  54   a  is formed with a depth less than a depth of the main body  51 , such that the tooth  54   a  defines a void  55   a  between a front surface of the tooth  54   a  and a plane that extends through the front surface  52  of the main body  51 . In some embodiments, the void  55   a  is formed with a depth just larger than a thickness of the material that forms the track  14  (and specifically the thickness of the material forming the portion of the track  14  that defines the plurality of apertures  15 ). 
     The body  51  of the adapter  50  may further include two or more holes  56 , which may be through holes, or in other embodiments may be blind holes that extend into the body from the front surface  52  of the adapter  50 . In some embodiments, the holes  56  may be tapped to receive the threads of a correspondingly threaded first fastener that may be used to couple the adapter to the bracket  30 . In this example, the bracket  30  may be coupled to each of the adapters  50   a  and  50   b  directly via fasteners  57  that are inserted into secure engagement within the holes  56 , as depicted from the front and rear perspective views of  FIGS.  3 - 4   . 
     As best understood with reference to  FIGS.  3 - 4    collectively, the adapters  50  are configured to be received through respective apertures  15  in the track  14 . As can be appreciated with reference the figures, the width of the adapters  50  is manufactured to be slightly narrower than the width of the aperture  15  (for embodiments where the apertures  15  are rectangular). The adapters  50  are positioned upon the track  14  such that all of the adapters  50  extend through the respective apertures  15  in the fixed track  14  at the same time, as depicted in  FIG.  3   . One exemplary coupling of a similar adapter to a track is explained further in U.S. Pat. Pub. 2018/0244186 (hereafter “the ‘186 published application”), which is hereby incorporated by reference in its entirety. 
     As will be appreciated, and depicted in the ‘186 published application, a surface of the tooth  54   a  (and the void  55   a  created by the tooth  54   a ) is positioned to contact the rear surface  17  of the track  14 , with a portion of the track  14  disposed within the void  55   a  after the adapters  50  extend through the respective apertures  15 . Notably, engagement between the lower edge  19   b  of the aperture  15  and the bottom surface of the body  51  limits the relative downward motion of the adapter  50  with respect to the track  14 . 
     Referring still to  FIG.  4   , in the exemplary adapters  50  shown herein, in addition to a first tooth  54   a  extending from the lower region of the main body  51 , the adapter  50  may further include a second tooth  54   b  extending from the upper region of the main body  51 . The second tooth  54   b  may be similar to the first tooth  54   a  in various ways, e.g., the second tooth  54   b  comprises a void  55   b  that may be similar to the void  55   a  explained above with respect to the first tooth  54   a . 
     In the embodiment of  FIG.  4   , the adapter  50  also includes at least one engagement device  59 , which is optionally removable or non-removable. In one embodiment, the engagement device  59  is removably positioned within at least one hole  58  in at least one of the first tooth  54   a  and the second tooth  54   b . The at least one hole  58  may be a blind hole, throughhole, threaded hole, or other variations. In some embodiments, the at least one engagement device  59  is a threaded fastener, a screw, a bolt, a pin (whether a standard or cotter-style pin with a locking device at either end of the pin), and other similar fasteners and engagement devices. As explained further in the ‘186 published application, the engagement device  59  may comprise a head that extends into the void  55   b . In this embodiment, the adapter  50  is received within the at least one aperture  15  upon the track  14  such that the lower edge  19   b  of the aperture  15  is received within the first void  55   a , and the head of the engagement device is configured to interact with the upper edge  19   a  of the aperture  15  so as to substantially prevent the adapter  50  from being translated in a direction along the vertical axis of the aperture  15 . Alternatively, the adapter  50  could be oriented such that the engagement device  59  is disposed at the first tooth  54   a  such that the head of the engagement device  59  is configured to interact with the lower edge  19   b  of the aperture  14 . Optionally, forward-facing surfaces of the first tooth  54   a  and the second tooth  54   b  may contacts the rear surface  17  of the track  14  when the adapter  50  is received within the at least one aperture  15 . 
     Referring to  FIGS.  5 - 7   , further features of one embodiment of the rearward bracket  60  are shown and described. In this embodiment, the rearward bracket  60  may be similar to the forward bracket  30  as explained in detail above, although certain distinctions of the rearward bracket  60  will be illustrated further. 
     The rearward bracket  60  may comprise a main plate segment  61  and a hook  70 , which correspond to the main plate segment  31  and the hook  40  of the forward bracket  30 , respectively. Moreover, the rearward bracket  60  may comprise one or more adapters  50 , such as adapters  50   a  and  50   b  as seen in  FIG.  7   , which may correspond to the adapters  50   a  and  50   b  described in detail above with respect to the forward bracket  30 , and thus for brevity are not discussed further with reference to  FIGS.  5 - 7   . 
     The rearward bracket  60  additionally comprises a locking member  80 , which has an open state as shown in  FIG.  5    and  FIG.  7   , and a closed state as shown in  FIG.  6   , to facilitate securement of a portion of the cargo  90  (such as a vertical rearward strut  96  of a cart  90 ) within a receiving space  75  of the hook  70 . In the example shown, the locking member  80  rotates in a counterclockwise direction between the open state and the closed state, although it will be appreciated that other axial or rotational movements may be used to transition the locking member  80  between open and closed states. 
     As shown in  FIG.  5   , the locking member  80  comprises a main body  81  that extends along a primary axis between a first end  81   a  and a second end  81   b . In this example, the main body  81  comprises a hollow square cross-section, although it will be appreciated that other shapes besides a square cross-section may be used, and various portions of the main body may be solid. 
     The locking member  80  comprises four main sides  82   a - 82   d , as depicted in  FIG.  5   . The first and third sides  82   a  and  82   c  are opposing one another, and comprise a width W 2 , as shown in  FIG.  5   . The width W 2  may be slightly smaller than a width W 1  of the receiving space  75  of the hook  75 , where the width W 1  extends between the rear and front segments  71  and  73  of the hook  70  as depicted in  FIG.  5    (in some embodiments, the width W 1  may approximate the length L 2  of the end segment  72  of the hook, as the length L 2  was explained in  FIG.  4   ). In this manner, the width W 2  of the locking member  80  will be allowed to pass into a portion of the greater width W 1  of the receiving space  75  of the hook  70 . 
     A stop member  84  may be disposed on the third side  82   c  near the second end  81   b  of the locking member  80  to limit movement of the locking member  80  in the closed state. The stop member  84  comprises at least one dimension that extends laterally beyond the periphery of the third side  82   c . For example, the stop member  84  may comprise a continuous plate-like member having a width W 3  that is greater than the width W 2  of the third side  82   c  of the locking member  80 , as depicted in  FIG.  5   . In this manner, the greater width W 3  of the stop member  84  will catch upon the upper surfaces  71   a  and/or  73   a  of the hook  70  in the closed state, as depicted in  FIG.  6   . It will be appreciated that, in lieu of one continuous plate-like member as the stop member  84 , multiple plate-like members may be used. Alternatively, beads or welds may extend laterally outward from the second side  82   b  and/or the fourth side  82   d  at locations near where they meet up with the third side  82   c , and further near the second end  81   b  of the locking member  80 , such that the beads or welds catch upon the upper surfaces  71   a  and/or  73   a  of the hook  70  in the closed state of  FIG.  6   . 
     Referring still to  FIGS.  5 - 6   , in this embodiment, the locking member  80  comprises a slot  87  extending along a portion of the length between the first and second ends  81   a  and  81   b , and through the second side  82   d  and the fourth side  82   d . A pivot pin  88  extends laterally through the slot  87  between the second side  82   b  and the fourth side  82   d , as depicted in  FIGS.  5 - 6   . One end of the pivot pin  88  may be secured to the main plate segment  61  of the rearward bracket  60  as depicted in  FIG.  7   , e.g., by screwing, welding or other means. An opposing end of the pivot pin  88  may comprise an enlarged head  89 , which sits beyond the second side  82   b  of the locking member  80  as depicted in  FIGS.  6 - 7   , thereby capturing the locking member  80  between the enlarged head  89  and the main plate segment  61 , while allowing for selective axial and rotational movement of the locking member  80  relative to the pivot pin  88 . 
     In one embodiment, a blocking bar  66  may be positioned on the main plate segment  61  rearward of the locking member  80  to limit rotational movement of the locking member  80  in a clockwise direction, for example, when the locking member  80  abuts a forward-facing surface  67  of the blocking bar  66 , as depicted in  FIG.  5   . While the blocking bar  66  is depicted as having a square cross-section in this embodiment, it alternatively may comprise a flat plate, or one or more beads or welds, which extend inward from the main plate segment  61  and also serve to block clockwise rotation of the locking member  80 . In the example of a square cross-sectional blocking bar  66 , one or more openings  68  may be provided to gain access to the fasteners  57  described above that secure the adapters  50  to the main plate segment  61 . 
     An exemplary method of using the system  20  of  FIGS.  1 - 7    to secure one or more pieces of cargo  90  within the cargo compartment  10  will be explained further. In a first step, a forward bracket  30  and a rearward bracket  60  may be coupled to the track  14  at spaced-apart axial locations. Specifically, the adapters  50  of the forward bracket  30  and the rearward bracket  60  engage openings  15  in the track  14 , as explained in detail above, thereby securely coupling each of the forward bracket  30  and the rearward bracket  60  along the track  14  at a predetermined distance (which may correspond roughly to securement locations of the cargo, as shown and explained). 
     In another step, a piece of cargo  90 , such as the first cart  90   a , is maneuvered in the cargo compartment (optionally via movement with wheels  91 , and with or without items already stored on a surface  92 ) until an outer region  93  of the cargo  90  approaches the sidewall  12  of the cargo compartment  12 . In a next step, the first cart  90   a  then may be pushed adjacent to or abutting the sidewall  12  of the cargo compartment, such that a forward strut  94  of the first cart  90   a  may be disposed slightly rearward of the hook  40  of the forward bracket  30 , and a rearward strut  96  of the first cart  90   a  may be disposed slightly rearward of the hook  70  of the rearward bracket  60 . Then, the first cart  90   a  is pushed forward (while remaining close to or abutting the sidewall  12 ) such that the forward strut  94  enters into the receiving space  45  of the hook  40  of the forward bracket  30 , and simultaneously the rearward strut  96  enters into the receiving space  75  of the hook  70  of the rearward bracket  60 , as depicted in  FIGS.  1 - 2   . 
     In a next step, the locking member  80  of the rearward bracket  60  is then rotated from the open state of  FIG.  5    to the closed state of  FIG.  6   . To accomplish this, the locking member  80  may first be moved axially upward by moving the slot  87  relative to the pivot pin  88 , such that the pivot pin  88  moves away from a first end  87   a  of the slot and becomes closer to an opposing second end  87   b  of the slot  87 , after upward movement of the locking member  80 . Then, the locking member  80  is rotated counterclockwise until the stop member  84  catches upon the upper surfaces  71   a  and/or  73   a  of the hook  70 , as shown in the closed state of  FIG.  6    and explained in detail above. At this time, all sides of the rearward strut  96  of the first cart  90   a  are effectively captured within the receiving space  75  of the hook  70 . 
     In this state of  FIGS.  1 - 2    and  FIG.  6   , the first cart  90   a  is securely engaged against the sidewall  12  of the cargo compartment  10 , and is prevented from both forward and lateral movement by the forward bracket  30 , and further prevented from forward, rearward and lateral movement by the rearward bracket  60 . It will be appreciated that subsequent pieces of cargo, such as the second cart  90   b , then may be loaded using the same steps outlined above with other forward and rearward brackets  30  and  60 . 
     Advantageously, the system  20  avoids the need to use cargo securement straps to secure cargo. In the example where the cargo  18  comprises a plurality of carts, a significant number of straps would be required to adequately restrain the carts individually, and the straps would take a relatively long time to install (and subsequently roll up to a storage state), as compared to the forward and rearward brackets  30  and  60  of the present embodiments. Moreover, the system  20  avoids the need for wide beams that extend between opposing sidewalls  12  of the cargo compartment  10  to restrain the cargo. 
     As yet another advantage, the forward and rearward brackets  30  and  60  may be compatible with most existing cargo compartments having a pre-existing track  14 , particularly an “A” or “E” track. In this manner, an existing cargo compartment can be retrofitted with variable securement locations for an array of cargo using the forward and rearward brackets  30  and  60 . 
     Referring to  FIGS.  8 - 9   , an alternative rearward bracket  60 ′ is shown and described. The rearward bracket  60 ′ is similar to the rearward bracket  60  of  FIGS.  5 - 7   , with minor differences noted herein. In particular, in  FIGS.  8 - 9   , the elongated slot  87  of  FIGS.  5 - 7    has been omitted and therefore the locking member  80 ′ does not slide axially relative to the pivot pin  88 ′. Rather, the locking member  80 ′ may comprise small circular openings (not shown) in the second side  82   b ′ and the fourth side  82   d ′, through which a main shaft of the pivot pin  88 ′ extends, whereby the tolerance is relatively small such that the locking member  80 ′ can only rotate relative to the pivot pin  88 ′. Like the embodiment of  FIGS.  5 - 6   , in the embodiment of  FIGS.  8 - 9    the second end of the pivot pin  88 ′ may comprise an enlarged head  89 ′, which sits beyond the second side  82   b ′ of the locking member  80 ′ as depicted in  FIGS.  8 - 9   , thereby capturing the locking member  80 ′ between the enlarged head  89 ′ and the main plate segment  61 ′, while allowing for selective rotational movement of the locking member  80 ′ relative to the pivot pin  88 ′. 
     Additionally, in the example of  FIGS.  8 - 9   , an alternative blocking bar  66 ′ may be similar to blocking bar  66  described above, but may have an aperture that receives the main shaft of the pivot pin  88 ′, such that the enlarged head  89 ′ of the pivot pin  88 ′ extends beyond an inward face of the blocking bar  66 ′, as shown in  FIGS.  8 - 9   . Further, the blocking bar  66 ′ may omit a square cross-section, and instead be open at its forward-facing side, thereby facilitating rotation of the locking member  80 ′ in the counterclockwise direction. Notably, the locking member  80 ′ is presented from extensive clockwise rotation by a surface  67  of the blocking bar  66 ′, as depicted in the state of  FIG.  8   . 
     In further alternative embodiments, it will be appreciated that the hooks  40  and  70  may be located at the rearward regions of the forward and rearward brackets  30  and  60 , respectively, and the locking member  80  may be disposed near the forward region of the rearward bracket  60 , such that the design of the system is performed in a mirror-image manner, where the cargo  90  would then be loaded into engagement with the forward and rearward brackets  30  and  60  in a forward to rearward direction (the opposite of the direction explained in the non-limiting example above). 
     Moreover, it will be appreciated that while the “rearward bracket” of the system has been described as the bracket having the locking member  80 , it will be appreciated that in alternative embodiments, the bracket having the locking member  80  may be positioned forward of another bracket having only a hook (without a locking member). 
     Still further, it will be appreciated that only one bracket may be used in the system  20 . For example, only one bracket  60  or  60 ′ may be provided, and by itself could limit forward, rearward and lateral movement of the cargo  90 , e.g., when a strut  94  or  96  is secured in the receiving space  75  of the hook  70  and held in place by the locking members  80  or  80 ′. In other words, it may be preferable to have a system with two spaced-apart brackets  30  and  60  (where one has a locking member  80  and the other does not), but a system with only one bracket having a locking member is within the scope of the present embodiments. 
     Referring now to  FIG.  10   , an alternative embodiment is shown that depicts the rearward bracket  60 ′ and the locking member  80 ′ described above, while coupling an extension plate  110  or  110 ′ to the rearward bracket  60 ′. It should be noted that, while the extension plate  110  or  110 ′ will be described for the sake of brevity and ease of reference as being coupled to the rearward bracket  60 ′, it will be appreciated that the extension plate  110  or  110 ′ could be coupled to the rearward bracket  60  described earlier, and also may be coupled to the forward bracket  30 , too. In short, it will be understood that the advantages for which the extension plate  110  or  110 ′ provide for offsetting the rearward bracket  60 ′ may equally apply to usage with the other brackets described herein. 
     In  FIG.  10   , the extension plate  110  or  110 ′ may be used to provide a vertical offset of the rearward bracket  60 ′ relative to the track  14 , particularly in situations where the cargo  90  has horizontal struts or shelves  95  (as shown in  FIGS.  1 - 2   ) that extend axially between forward and rearward struts  94  and  96 , and which are vertically aligned with the track  14 . In such situations, in the absence of having an extension plate  110  or  110 ′, the hook  70  of the bracket  60 ′ may vertically align with a horizontal strut  95 , as opposed to the vertical struts  94  or  96 . Problematically, in such situations, the horizontal strut  95  cannot enter into the receiving space  75  due to being blocked by the front segment  73  of the bracket  60 ′. However, the provision of an extension plate  110  or  110 ′ provides a height differential sufficient to vertically offset the horizontal strut  95  from the hook  70 , thereby ensuring that the hook  70  is aligned with a vertical strut  94  or  96  to allows its entry into the receiving space  75 . 
     As shown in  FIG.  10   , the extension plate  110  comprises a main body  111 , which in this example may comprise a generally rectangular shape, having a width w 4 , and a height extending between an upper region  112   a  and a lower region  112   b . As depicted in  FIG.  10   , the rearward bracket  60 ′ is coupled to the main body  111  at a location closer to the lower region  112   b , e.g., by soldering, welding, mechanical couplings, or other techniques. The fasteners  57 , which couple the bracket  60 ′ to the adapters  50   a  and  50   b , are disposed through the upper region  112   a  of the main body  111  of the extension plate  110 . The adapters  50   a  and  50   b  are coupled to the track  14  in the same manner described above, with the upper region  112   a  of the extension plate  110  vertically overlapping with the track  14 , but with the lower region  112   b  of the extension plate  110  suspending the bracket  60 ′ at a vertical height lower than the track  14 . 
     Referring still to  FIG.  10   , the width w 4  of the extension plate  110  is narrower than a width w 5  of the alternative extension plate  110 ′. The extension plate  110  is designed to accommodate axially spaced-apart fasteners  57  that secure adapters  50   a  and  50   b  to adjacent apertures  15  in the track  14 , while the wider extension plate  110 ′ is designed to accommodate axially spaced-apart fasteners  57  that secure adapters  50   a  and  50   b  in non-adjacent apertures  15  in the track  14 , i.e., with at least one open aperture  15  between the location aligned with the fasteners  57 . However, the extension plates  110  and  110 ′ otherwise function in a similar manner and achieve the same advantages. 
     Referring now to  FIG.  11   , an alternative rearward bracket  60 ″ is shown, which is similar to the alternative rearward bracket  60 ′ described above (yet shown in a reverse manner with the hook  70  on the right of the page in  FIG.  11   , as opposed to on the left in  FIGS.  8 - 9   ). The rearward bracket  60 ″ may comprise one or more openings  68 , similar to those described above in  FIG.  5   , in order to gain access to the fasteners  57  that secure the adapters  50  to the main plate segment  61 . 
     Additionally, in the example of  FIG.  11   , at least one partial cutout  68 ′ is provided in an alternative front segment  73 ′ of the hook  70 . In  FIG.  11   , two cutouts  68 ′ are provided, where one is above the other, and each cutout  68 ′ is formed into a side end  73   a  of the front segment  73 ′, at a location such that the cutouts  68 ′ align with apertures  57 ′ in the main plate segment  61  through which the fasteners  57  are disposed. 
     In the example of  FIG.  11   , the cutouts  68 ′ comprise generally semi-circular shapes, which may be used when approximately one half of an aperture  57 ′ would overlap with the front segment  73 ′ (had the cutouts  68 ′ not been provided). In this manner, user access is provided to the entirety of the fasteners  57 . As will be apparent, such partial cutouts  68 ′ may be employed in the forward brackets  30 , and the other rearward bracket  60 , described above. 
     Referring now to  FIG.  12   , in a further alternative embodiment, a rearward bracket  60 ‴ comprises at least one spring  140  that is operatively coupled to the locking member  80 ′ to bias the locking member  80 ′ to a closed state. In this example, the spring  140  comprises a torsion spring having a selected geometry (explained below); however, it will be appreciated that other springs, such as compression springs, coil springs, torsion springs with alternative geometries, or non-spring compression members (such as solid compressible materials, such as foam and the like) may be used in lieu of the spring  140  to provide the biasing actions described. 
     As shown in  FIG.  12   , the spring  140  may comprise a first end  141  that extends to a second end  146 . In one embodiment, the first end  141  of the spring  140  may be positioned adjacent to an outer end of the blocking bar  66 ′ described above. The first end  141  then extends along an extension region  142  to a pivot region  143 , where the spring  140  is disposed around a pivot point  66   a ′ of the blocking bar  66 ′. The pivot point  66   a ′ may comprise a pin or other element to which the pivot region  143  of the spring  140  is secured. The spring  140  then extends along an extension region  144  towards an end region  86  of the locking member  80 ′. In one embodiment, as depicted in  FIG.  12   , a segment  145  of the spring  140  may be coupled to the end region  86  of the locking member  80 ′, in a manner that abuts or urges the locking member  80 ′ towards the closed state shown in  FIG.  12   . In this embodiment, the spring  140  then extends from the segment  145  to the second end  146 , with a bend  147  positioned in-between segment  145  and the second end  146 . 
     During use, the spring  140  presses upon the end region  86  of the locking member  80 ′, in a manner that biases the locking member  80 ′ towards the closed state shown in  FIG.  12   . In order to transition the locking member  80 ′ to the open state, a user can apply an upward force to the stop member  84  (or upward and axially to the right), which will pivot the locking member  80 ′ around pivot pin  88 ′ and overcome the force provided by the spring  140 . Once the user force is released, the spring  140  will bias the locking member  80 ′ to the closed state again. 
     Advantageously, in the embodiment of  FIG.  12   , cargo  90  may be safely restrained by ensuring that the locking member  80 ′ remains closed by the biasing action of the spring  140 , particularly during transport, when bumps in the road or other forces may act upon the locking member  80 ′. In alternative embodiments, the weight of the locking member  80 ′ itself may be increased to facilitate its bias towards the closed state, with or without a spring. 
     While various embodiments of the invention have been described, the invention is not to be restricted except in light of the attached claims and their equivalents. Moreover, the advantages described herein are not the only advantages of the invention and it is not necessarily expected that every embodiment of the invention will achieve all of the advantages described.