Abstract:
A load securing element with a base body includes a coupling portion for coupling a stop means, a support portion provided for insertion into an opening, and a connecting portion, which connects the coupling portion and the support portion to one another and thus keeps them spaced apart in such a way that a slot-like receiver is formed on the base body. The receiver is delimited at its upper side by the coupling portion, at its lower side by the support portion and at its rear by the connecting portion and is otherwise open, wherein the width of the receiver corresponds to a multiple of its height.

Description:
BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The invention relates to a load securing element and a system for securing a load, which comprises a load securing element of this type. Elements and systems of this type are required, in particular, in the transportation of vehicles on a vehicle transporter. 
     2. Description of the Related Art 
     Transporters for passenger cars or other land vehicles typically generally have tracks consisting of steel sheet, on which the vehicles to be transported can be driven for loading and unloading and on which the vehicles stand during transportation. In transporters, which can transport a plurality of passenger cars, the tracks are generally configured as narrow paths adapted to the width of the wheels of the vehicles to be transported, while in vehicles intended for individual transport, such as tow trucks, they generally extend over the entire width of the respective transport vehicle. 
     Independently of their shaping, the transport paths of vehicle transporters are generally provided with regularly arranged punched holes in order to ensure a good grip for the wheels of the vehicles to be transported. Moreover, the openings are used to fasten position securing devices, with which the respective vehicle is fixed during transportation. These load securing devices are stop means, typically bands or chains, which hook by their one end by means of a conventional hook in one of the openings of the transport path and are placed around the wheels of the respective vehicle. 
     The respective stop means is then braced by its other end by means of a tensioning device also hooked into one of the openings of the transport path. In order to ensure a secure hold of the vehicles during transportation, substantial tensioning forces are necessary. This applies, in particular, when the transport path is arranged obliquely in relation to the carriageway on which the transport vehicle is travelling. In this case, the load securing device does not only have to absorb the dynamic forces occurring during travelling, but also the weight forces caused by the vehicle&#39;s own weight. 
     The high tensioning forces required for a secure hold lead, at the track openings, at which the stop means of the load securing device are braced against the track, to considerable loads of the edge regions surrounding the respective opening. These can go so far that the sheet metal of the track deforms until the yield strength of the steel material is exceeded and lasting deformations or cracks are produced. If damage of this type occurs at one of the openings of the track, this can no longer be used as the hooks of the stop means and the tensioning devices required for bracing can no longer be securely hooked thereto. The damage caused by the loads occurring during the bracing of the stop means can go so far that the tracks as a whole are no longer adequately stable and accordingly have to be exchanged. A further problem is that it is no longer ensured in a deformation of the respective edge region of an opening of the transport path that the hook of the tensioning means is securely held. Rather, the risk exists of the hook sliding out of the opening as a result of the dynamic forces additionally loading it during transportation, so the respective vehicle is also no longer secured. 
     SUMMARY OF THE INVENTION 
     Against this background, the object of the invention was to provide a load securing element which is easy to handle, with which it is easily ensured that even in the case of high tensioning forces, the danger of damage to the edge regions of the respective transport path surrounding the respective opening is reduced to a minimum. Likewise, an economical system to secure a load was to be proposed, which reliably allows even heavy vehicles or vehicles positioned under unfavourable conditions to be reliably secured and with minimised danger of damage to the respective track. 
     In relation to the load securing element, this object was achieved according to the invention in that the load securing element is configured according to a described embodiment. Advantageous configurations and possibilities for use of a load securing element according to the invention are also disclosed. 
     In relation to the load securing system, the above-mentioned object was achieved according to the invention by a system configured according to another embodiment of the present invention. Advantageous configurations and possibilities for use of a load securing element according to the invention are also disclosed. 
     A load securing element according to the invention has a base body, which has a coupling portion for coupling a stop means, a support portion provided for insertion into an opening of the respective transport path and a connecting portion, which connects the coupling portion and the support portion to one another. At the same time, the connecting portion keeps the coupling and the support portion spaced apart in such a way that a slit-like receiver is formed on the base body. 
     This receiver is then limited at its upper side by the coupling portion, and its lower side by the support portion and at its rear by the connecting portion. Moreover, the receiver is open, the width of the receiver corresponding to a multiple of its height. In this manner, a metal sheet or a similar thin element can be inserted into the slot-shaped receiver unhindered. 
     At the same time, the width of the receiver and the accompanying large width of the receiver compared with its height ensures that the forces exerted by the load securing element on the edge region, which surrounds the respective opening, into which the load securing element is hooked with its support portion, are distributed over a comparatively large area. In this manner, an overload of the metal sheet of the transport path is reliably avoided, so the danger of damage is minimised. 
     The secure hold and the large-area force distribution aimed for is also supported in that with a load securing element according to the invention at least one support face is formed in the region of the area of the coupling portion associated with the receiver, a support face of the support portion being associated with said support face and opposing it. In this manner, the load securing element can be supported on the transport path depending on the direction of action of the respective tensioning force loading it via the coupling portion or the support portion. 
     Finally, it is ensured, since a counter-bearing face is present in a load securing element according to the invention on the side of the connecting portion remote from the receiver that the load securing element does not automatically leave the fastening opening associated with it even under unfavourable conditions. Rather, the counter-bearing face, when the support portion is inserted in an opening, is used to support the base body against the edge of the respective opening when the base body rotates under load about a rotational axis extending through the receiver and being produced by the contact of the support face of the coupling portion with the edge region surrounding the respective opening. 
     Owing to its design according to the invention, a load securing element which is easy to handle is available, with which it is easily ensured that the danger of damage to the edge regions of the respective transport path surrounding the respective opening is kept to a minimum even in the event of high tensioning forces. 
     A particular advantage of the invention is that the base body of a load securing element according to the invention can be easily produced. It is thus particularly suitable for production by forging or casting a metal material, in particular steel or aluminium. 
     Depending on their respectively provided type of assembly, the counter-bearing face present on the connecting portion in a load securing element according to the invention can be configured in such a way that the movements occurring in the provided use as a result of the respective load direction can be optimally absorbed. If it is assumed that the load securing element is subject to a torque being rotated into the respectively associated opening of the transport path owing to the tensioning force required in practice, a movement triggered thereby can be absorbed in that the counter-bearing face points away from the coupling portion. When the load securing element is under load, the counter-bearing face then strikes against the edge of the associated opening, so a further rotation of the element is reliably prevented. Conversely, it may likewise be expedient to arrange the counter-bearing face in such a way that it also strikes against the edge of the opening in the event of a movement of the load securing element out of the opening caused by a torque. Optimally, the counter-bearing face is therefore arranged in such a way that it, in each case, prevents, in both movement directions by striking against the edge of the opening, the load securing element moving out of the opening under load. 
     A particularly secure hold of the load securing element in the opening associated with it, in each case, can be ensured in that the length of the receiver corresponds to a multiple of its height. In this manner, the receiver has the shape of a deep slot with a low height. With a metal sheet inserted into the receiver, there is then a large overlap between the support portion and the coupling portion, on the one hand, and the metal sheet seated in the receiver, on the other hand. This large overlap ensures that the forces transmitted by the load securing element onto the sheet metal are introduced at a point comparatively distant from the edge of the respective opening. The danger of deformation of the sheet metal is thus additionally reduced. 
     The loadings of the edge of the opening associated with the load securing element in the assembled state can additionally be reduced in that the area of the connecting portion limiting the recess is configured in the manner of a throat, in which at least the corner regions at the transitions to the support faces of the coupling and support portion are rounded. A configuration of the invention particularly suitable for transport tracks, the openings of which are surrounded for the purpose of stiffening by a peripheral collar produced by a deep drawing operation, is characterised, in this case, in that the throat shape of the area of the connecting portion limiting the recess terminates in a region, which is rounded in a throat shape, of the support face of the coupling portion. In the event of a movement of the load securing element under load, the throat-shaped region of the coupling portion receives the projecting collar of the edge of the opening, so that this also remains substantially force-free. 
     A configuration of the invention further simplifying the handling of a load securing element according to the invention is distinguished in that a resilient element is arranged at least one of the support faces to cushion the forces loading the respective support face under load. This resilient element configured, for example, as a resilient plastics material cushion, allows a particularly simple positioning of the load securing element and, on contact with the transport path, ensures, because of the increased coefficient of friction in its region, that the element retains its position during the attachment of the respective stop means. 
     The diversity of a load securing element according to the invention can additionally be established in that a coupling member is fastened in an articulated manner to the coupling portion, with which coupling member, the respective tensioning or stop means can be coupled. The articulated coupling of the stop means achieved in this manner proves to be particularly expedient, in particular, when the stop means has to be guided in a direction differing from the longitudinal orientation of the transport path to fasten the respective load. It has proven to be particularly expedient for this application if the coupling member can be rotated about a rotational axis, the imaginary extension of which penetrates the support face of the coupling portion. The rotational axis is in this case typically substantially oriented in such a way that it is perpendicular to the transport path in the assembly position. 
     Further securing against an unintentional release of the load securing element from the opening associated with it can be achieved in that arranged on the side of the base body remote from the receiver is a securing member which can be pivoted about a pivot axis from its position pivoted onto the base body into a securing position, in which it projects at least with a bolt portion beyond the base body, so the securing element secures the base body against the edge of the associated opening. The relevant securing member may, for example, be configured as a manually actuable lever, which carries a projection, which, in the position pivoted away from the base body, engages under the edge surrounding the respective opening. In order to thus ensure that the securing element does not impede the insertion of the load securing element into the associated opening, a receiver formed into the base body may be associated with the securing member, said receiver being dimensioned such that the securing member is arranged inside the envelope of the base body in the position completely pivoted onto the base body. 
     A particular stable positioning of the load securing element is produced when the coupling portion projects over the support portion in its width or longitudinal direction. In this case, the coupling portion is preferably dimensioned such that it completely covers the opening respectively associated with the load securing element, in particular projects over the edges surrounding it. An optimal distribution of the forces loading the securing element during use is ensured in this manner with a simultaneously optimal seat. 
     In accordance with the statements above, a system according to the invention for securing a load on a transport path provided with openings comprises a load securing element configured according to the invention, a band-shaped or cable-shaped stop means, which is coupled to the load securing element during use, and a tensioning device provided with a hook for hooking into an opening of the transport path for tensioning the stop means. The hook of the tensioning device is, in this case, obviously preferably also designed in such a way that its hook face coming to rest on the edge region surrounding the associated opening overlaps over a large area in order to avoid an excessive load of the relevant edge region. 
     In order to ensure a particularly secure hold of the stop means even on unfavourably shaped objects, such as, for example, on the peripheral face of a vehicle wheel, the load securing system according to the invention can additionally comprise a deflection element provided with a hook for hooking into an opening of the transport path, which deflection element is provided to deflect the stop means on its way from the load securing element to the tensioning device. The deflection element can therefore be used to guide the stop means in such a way that it is guided over an optimally long path over the object to be secured in position in each case. 
     In order to ensure that the tensioning device is easy to handle even when the securing in position has to be carried out at a poorly accessible site and the tensioning device has a tensioning lever which can be pivoted manually about a pivot axis, a support angle arranged between the hook of the tensioning device and the pivot axis of the tensioning lever can be provided, which supports the tensioning device in such a way that an imaginary extension of the pivot axis of the tensioning level encloses an acute angle with the transport path. The correspondingly obliquely oriented tensioning lever is then easier to reach and handle from the lateral direction. 
     The latter proves to be particular advantageous when the system according to the invention is used for securing the position of a motor vehicle on a transport track of a vehicle transporter. Particularly in this application, for which the load securing element according to the invention and also the system according to the invention are particularly suitable, the situation frequently occurs that the tensioning device has to be arranged under the vehicle. 
     Obviously, the system according to the invention may also comprise a pretensioning apparatus known per se, with which a predetermined tensioning force can be precisely adjusted or it can be read off what tensioning force is prevailing in the respective stop means. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The invention will be described in more detail below with the aid of drawings showing an exemplary embodiment, in which: 
         FIG. 1  shows a first configuration of a load securing element in the assembly position in a longitudinal sectional view; 
         FIG. 2  shows the load securing element according to  FIG. 1  in a perspective view from the top front; 
         FIG. 3  shows the base body of the load securing element shown in  FIGS. 1 and 2  in a perspective view from the bottom front; 
         FIG. 4  shows a base body of the load securing element shown in  FIGS. 1 and 2  in a perspective view from the top rear; 
         FIG. 5  shows a second configuration of a load securing element in a first assembly position in a perspective view from the top front; 
         FIG. 6  shows the load securing element shown in  FIG. 5  in a second assembly position in a view corresponding to  FIG. 5 ; 
         FIG. 7  shows a third configuration of a load securing element in the assembly position in a longitudinal sectional view; 
         FIG. 8  shows the configuration of the load securing element shown in  FIG. 7  in the assembly position in a view corresponding to  FIG. 7 ; 
         FIG. 9  shows a system for the load securing of a motor vehicle on a transport path of a transport vehicle in a perspective view; 
         FIG. 10  shows a tensioning device used in the system according to  FIG. 9  in a perspective view; 
         FIG. 11 ,  12  show a further configuration of a load securing element in two perspective views. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The load securing element S 1  shown in  FIGS. 1 and 2  has a base body  1 , which is shown on its own in  FIGS. 3 and 4 . 
     The base body  1 , in this case, has a coupling portion  2 , which is U-shaped from the front in a frontal view and the legs  3 ,  4  of which project upwardly therefrom and in each case have a through-opening  5 ,  6 . A fastening axle  7  extending over the width Bk of the coupling portion  2  is inserted through the through-openings  5 ,  6 , the end loop  8  of a stop means, not further visible here, being placed around said fastening axle  7 . The relevant stop means here is a wide band, the end loop  8  of which is formed in a manner known per se by turning over and sewing the end of the stop means associated with the load securing element S 1 . 
     On its lower side remote from the fastening axle  7 , the coupling portion  2  has a substantially level support face  9 , which adjoins the free front edge  10  of the coupling portion  2 . Two through-openings  11 ,  12  are formed into the coupling portion  2  in the region of the support face  9 , of which through-openings one is in each case arranged adjacent to the legs  3 ,  4 . The through-openings  11 ,  12  taper in the direction of the upper side of the coupling portion  2  in such a way that when exiting onto the upper side of the coupling portion  2 , they have a significantly smaller diameter than in the region of the support face  9 . 
     Seated in the through-openings  11 ,  12 , in each case, is a spring element  13 ,  14 , which is manufactured from a resilient plastics material and which carries on its end associated with the upper side of the coupling portion  2 , a prolongation  15 . The latter is drawn through the respective through-opening  11 , 12  during assembly until the edge of the narrow opening  11 ,  12  in the region of the upper side of the coupling portion  2  latches into a peripheral groove, not visible here, which is formed between the prolongation  15  and the main portion of the respective resilient element  13 ,  14 . The spring elements  13 ,  14  are positively held in the through-openings  11 ,  12  in a manner known per se, without additional means being necessary for this. The main portion thereof, in this case, fills the through-openings  11 ,  12  and projects over the support face  9  of the coupling portion  2 . In this manner, the resilient elements  13 ,  14  cushion impacts when being placed on the associated upper side To of the respective transport path T and, because of an increased friction, hold the load securing element S 1 , while the stop means is being attached, in its position. 
     On its rear R remote from the free front edge  10 , a connecting portion  16  is connected to the coupling portion  2  and is oriented downward pointing away from the coupling portion  2 . The connecting portion  16  carries a support portion  17 , which extends substantially parallel and at a spacing from the coupling portion  2  in the direction of the free front edge  10  thereof. In this case, the support portion  17  on its upper side associated with the coupling portion  2  has a support face  18 , which is oriented substantially parallel to the support face  9  of the coupling portion  2 . 
     In this manner, the support portion  17  and the coupling portion  2  limit a slit-shaped receiver  19  located between them on its upper and lower side. At its rear, the receiver  19  is limited by the connecting portion  16 . All the remaining sides of the receiver  19  are open. The steel sheet material, from which the guide path T is formed, can thus be inserted in the receiver  19 , without it striking against the connecting portion  16 . 
     The support face  18  passes in a throat-shaped transition  20  into the wall face of the connecting portion  16  associated with the receiver  19 . The relevant wall face of the connecting portion  16  also passes in a transition  21  rounded in a throat-like manner into the support face  9  of the coupling portion  2 . 
     The connecting portion  16  is formed in a rounded manner at the rear R in such a way that, at this side, viewed in a side view ( FIG. 1 ), proceeding from the coupling portion  2 , it terminates in a bend in the support portion  17 . The connecting portion  16 , following the coupling portion  2 , thus has its greatest thickness D, which continuously decreases in the direction of the support portion  17 . The greatest thickness D of the connecting portion  16  at the transition to the coupling portion  2  is dimensioned here such that it is greater by a slight oversize than the width of the associated opening O of the transport path T measured in the longitudinal direction L of the transport path T. A counter-bearing face  22  is thus formed at the rear R of the connecting portion  16  adjoining the rear face of the coupling portion  2 , said counter-bearing face striking against the edge Ro surrounding the opening O of the transport path T when the load securing element S 1  rotates into the opening O about a rotational axis X because of forces F pointing in the direction of the rear R during use, the position of which rotational axis in the receiver  19  being determined by the contact between the support face  18  of the support portion  17  and the lower side Tu associated with it of the transport path T. 
     For stiffening and weight minimisation, proceeding from the rear R, indentations  23  are formed into the connecting portion  16 , and are laterally delimited by a respective rib  24  and terminate in the region of the rear end of the support portion  17 . 
     The support portion  17  projects in the manner of a tongue from the connecting portion  16  in the direction of the free front edge  10  of the base body and is oriented here substantially parallel to the coupling portion  2 . Its length Ls measured in the longitudinal direction L is shorter, in this case, than the length Lk of the coupling portion  2 . The width Bs of the support portion  17  is adapted to the width of the associated opening O of the transport path T in such a way that the support portion  17  can be inserted with little play into the opening O. The width Bk of the coupling portion  2  is, on the other hand, so large that the coupling portion  2  projects laterally over the opening O and, with a correspondingly oriented load F, is supported over a large area on the edge region surrounding the opening O of the transport path T ( FIG. 2 ). 
     The height H of the receiver  19  determined by the spacing of the support face  18  of the support portion  17  from the support face  9  of the coupling portion  2  is dimensioned such that the sheet metal of the transport path T can be inserted with the edge Ro surrounding the opening O and curved in a collar-like manner in the direction of the upper side To of the transport path T into the receiver  19  with play. In this case, the length La of the receiver  19  measured in the longitudinal direction L is a multiple of the height H, so when the load securing element S 1  is completely assembled, the coupling portion  2  and the support portion  17 , on the one hand, and the edge region Tr of the transport path T surrounding the opening O overlap by such an extent that the forces absorbed by the load securing element S 1  are introduced into the sheet metal of the transport path T at an adequately great spacing from the edge Ro. 
     The load securing element S 2  shown in  FIGS. 5 ,  6  has a base body  25 , which only differs from the base body  1  in that its coupling portion  26  does not carry any legs, but that, on the coupling element  26 , a coupling member  27  coupled to the respective stop means A is rotatably positioned about a rotational axis Y. The coupling member  27  is, in this case, configured in a U-shape with a base portion  28  and legs  29 ,  30  formed laterally on the base portion  28 , in which legs a respective opening is formed. A fastening axle  31  is inserted through the openings of the legs  29 ,  30 . The fastening axle  31  is, in this case, in turn guided through the end loop  8  of the stop means A. 
     An opening, which is not visible here, is formed in the base portion  28  of the coupling member  27 . A screw  32  guided through this opening and screwed into a corresponding threaded opening of the coupling portion  26  forms the rotary bearing about which the coupling member  27  is rotatably mounted. The rotational axis Y of this rotary bearing is oriented in such a way here that its imaginary extension substantially perpendicularly penetrates the support face of the coupling portion  26 . 
     The load securing element S 3  shown in  FIGS. 7 and 8  also has a base body  33  corresponding to the base body  1 . Unlike the base body  1 , the coupling portion  34  of the base body  33  does not carry any legs either, however. Instead, on the upper side of the coupling portion  34 , a projection  35  extending over the width thereof is formed. This projection  35  positively engages in a groove, which is configured on the associated lower side of a coupling member  36 . The position of the coupling member  36  relative to the base body  33  is thus fixed. The coupling member  36  is additionally securely connected to the base body  33  by means of a screw  37  screwed into the base body  33 . 
     Seated in the region of the indentations  39  formed into the rear of the connecting portion  38  of the base body  33  is a respective securing element  40  which is in each case configured in the manner of a lever and can be pivoted about an axis  41  oriented transverse to the longitudinal direction L of the coupling member  36 . The securing element  40  in this case has an upwardly pointing lever portion  42  and a bolt portion  43  which is formed onto the lever portion  42  and which is oriented pointing away from the base body  33 . In this case, the shape of the bolt portion  43  and its orientation are selected such that the bolt portion  43 , when the securing element  40  is pivoted onto the base body  33 , is completely received in the indentation  39  associated with it in each case. The bolt portion  43  of the securing element  40  does not project out of the envelope of the base body  33  in this position, so the support portion  44  and the connecting portion  45  of the base body  33  can be guided unhindered into the associated opening O ( FIG. 7 ). 
     As soon as the assembly position has been reached ( FIG. 8 ), the securing elements  40  are pivoted away from the base body  33 , so the bolt portion  43  thereof engages under the lower side Tu of the transport path T. The securing element  40  thus secures the load securing element S 3  even under unfavourable loads against unintentional falling out of the opening O. 
     The system shown in  FIG. 9  for securing a passenger car on the transport path T comprises one of the load securing elements S 1 , S 2  or S 3  described above (a load securing element S 2  indicated here), a deflection element  50  and a tensioning device  51 . 
     While the load securing element S 2  on one side of a wheel E of the passenger car to be secured, not shown further here, is hooked into one of the openings O of the transport path T, the deflection element  50 , viewed in the longitudinal direction L, on the other side of the wheel E, is hooked into another opening O by means of a hook distributing the occurring load over a large area on the lower side Tu of the transport path T. 
     The tensioning device  51  is configured in the manner of a conventional manually actuable tensioning ratchet and comprises a tensioning lever  53 , which can be pivoted about a pivot axis  54 . In this case, the tensioning device  51  is hooked by means of two hooks in two openings O of the transport path T distanced still further than the deflection element  50  from the wheel E, viewed in the longitudinal direction L. 
     The relevant hooks are fastened to an angle piece  52 . The latter supports the tensioning device  51  in such a way that its pivot axis  54  oriented transverse to the longitudinal direction L and with it the tensioning lever  53  enclose an acute angle with the transport path T. The tensioning lever  53  can thus be moved to actuate the tensioning device  51  in a direction pointing upwardly and to side of the transport path T. This allows the tensioning device  51  to be actuated without problems even when the body of the passenger car to be secured is above it. 
     The stop means A with its end loop  8  is coupled to the load securing element S 2  in the manner already described above. From the load securing element S 2 , the stop means A is guided over the periphery of one of the wheels E of the passenger car, not shown further here, until it is deflected at the deflection element  50  in the direction of the tensioning device  51 . By actuating the tensioning device  51 , the stop means A can be tensioned until a tensioning force adequate to secure the position is produced. 
     With the aid of the load securing element S 4  shown in  FIGS. 11 and 12 , the design in principle of an element according to the invention is described again as already shown in the priority-substantiating German Patent Applications 10 2008 029 403.9 and 10 2008 036 854.7, the content of which is fully incorporated into the present patent application. 
     In the load securing element S 4 , for example, the areas  61  and  62  can be used to connect the load securing element S 4  to the stop means A. In this case, the respective load F is typically introduced in a freely selectable range of 90° in the region spanned by the arrows P 1 , P 2  shown here into the area  61 , while the area  5  can additionally be used if necessary to introduce the load in the direction R 1 . An orientation of the force introduction which is typical in practice is indicated by the arrow P 3  in  FIG. 11 . 
     A first counter-bearing face  63   a , with which the load securing element S 4  is supported on the edge region surrounding the opening O, acts to stop the load securing element S 4  sinking in the direction R 2  into the respectively associated opening O. 
     A second counter-bearing face  63   b , with which the load securing element S 4  is supported when there is a corresponding load against the edge of the opening O, counteracts the load securing element S 4  sliding in the direction R 1 . As result, it can be ensured that the support face  64  of the support portion  65  of the load securing element S 4  always rests over the whole area on the associated lower side Tu of the transport path T. 
     The face  67  of the connecting portion  68  of the load securing element S 4  limiting the receiver  66  of the load securing element S 4  at its rear prevents sliding in the direction R 3  in the assembly position. 
     The measure M 1  (width of the support portion  65 ) is at least designed such that, in connection with the measure M 2  (length of the coupling portion  69  of the load securing element S 4 ), it offers the greatest possible abutment face. 
     The measure M 3  (length of the projection of the coupling portion  69  over the receiver  66 ) is at most such that the load receiving element S 4  can be easily assembled. 
     The measure M 4  (length of the support portion  65 ) and M 5  (height of the rounded or bevelled rear region of the connecting portion  68 ) is such that the load receiving element S 4  can be easily assembled. 
     The measure M 6  (height of the counter-bearing face  63   b ) is at least such that the load receiving element S 4  in the direction R 1  to the greatest possible extent rests with the counter-bearing face  63   b  on the associated opening O of the transport track T generally designed as a slot. 
     The measure M 3  is designed here in conjunction with the measure M 7  (length of the receiver  66 ) in such a way that the load securing element S 4  can be easily assembled and a secure hold is produced in the direction R 3  and in the direction R 1 . 
     The measure M 8  (height of the support portion  65 ) is configured such that it can absorb the load on it in practical use without plastic deformation. The same applies to the measure M 9  (height of the rear prolongation of the coupling portion  69 ) and the measure M 10  (thickness of the projection of the coupling portion ( 69 ) over the receiver  66 ). 
     The measure M 11  (length of the rear projection of the coupling portion  69 ) is designed such that the load securing element S 4  can be supported with its counter-bearing face  63   a  securely on the respective edge region of the associated opening O. 
     The measure M 12  (height of the receiver  66 ) is configured such that the load securing element S 4  can easily be assembled in the associated opening O of the transport path T.