Note: Descriptions are shown in the official language in which they were submitted.
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LOAD RESTRAINING DEVICE
FIELD OF THE INVENTION
[0001] The present invention relates to load restraining devices and method
therefor.
DESCRIPTION OF THE RELATED ART
[0002] Most vehicles are specially constructed to receive various types of
load restraining devices. One
such approach includes using a plurality of straps fixed to the side of the
vehicle and extending across the
load. The use of these straps has raised significant safety questions in the
transportation industry since the
straps commonly wear, thereby weakening them and risking dislodging the load
during transport. The wear
of the straps also raises costs since the straps must be replaced on a regular
basis.
[0003] Another approach involves the use of decking bars that apply a force in
a downward direction to
secure the load on the vehicle. However, the force required in securing the
loads against the decking bars
and the additional forces created as the loads shift in transport creates an
increased pressure between the
two. This increased pressure requires a large force to unsecure the decking
bars by shifting the loads or the
bars to release the pressure. The additional pressure also causes premature
wear to the decking bars
causing a safety hazard.
[0004] It would be desirable to provide an improved or alternative approach to
restraining loads.
BRIEF DESCRIPTION OF THE DRAWINGS
[0005] Several preferred embodiments of the present invention will be
provided, by way of examples
only, with reference to the appended drawings, wherein:
[0006] Figure 1 is a fragmented side view of a pair of load restraining
devices in an operative position,
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[0007] Figure la is a sectional view of one of the load restraining devices of
figure 1 in a locked
position;
[0008] Figure lb is a sectional view of one of the load restraining devices of
figure 1 in an unlocked
position;
[0009] Figure 2 is an upper fragmented perspective view of two load
restraining devices in the
configuration shown in figure 1 on a vehicle in alternative operative
positions;
[00010] Figure 3 is an upper fragmented perspective view of a track;
[00011] Figure 4, is a side view of a vehicle with an alternate load and two
load restraining devices in the
operative position of figure 1;
[00012] Figure 5 is a plan view of the vehicle of figure 4; and
[00013] Figure 6 is a side view of another vehicle with a load and one load
restraining device in the
operative position of figure 1.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[00014] It should be understood that the invention is not limited in its
application to the details of
construction and the arrangement of components set forth in the following
description or illustrated in the
drawings. The invention is capable of other embodiments and of being practiced
or of being carried out in
various ways. Also, it is to be understood that the phraseology and
terminology used herein is for the
purpose of description and should not be regarded as limiting. The use of
"including," "comprising," or
"having" and variations thereof herein is meant to encompass the items listed
thereafter and equivalents
thereof as well as additional items. Unless limited otherwise, the terms
"connected," "coupled," and
"mounted," and variations thereof herein are used broadly and encompass direct
and indirect connections,
couplings, and mountings. In addition, the terms "connected" and "coupled" and
variations thereof are not
restricted to physical or mechanical connections or couplings. Furthermore,
and as described in subsequent
paragraphs, the specific mechanical, electrical or other configurations
illustrated in the drawings are
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intended to exemplify embodiments of the invention. However, other alternative
mechanical, electrical or
other configurations are possible which are considered to be within the
teachings of the instant disclosure.
Furthermore, unless otherwise indicated, the term "or" is to be considered
inclusive.
[00015] In one embodiment, there is provided a load restraint device for a
vehicle comprising a first load
support bar having a first end portion and a second end portion, a second load
support bar having a third
end portion and a forth end portion, the first and second load support bars
being joined at the second and
third end portions, the second load support bar having one or more anchor
portions configured to seat into a
track on a surface of the vehicle to align the second load support bar with
the surface, with the first load
support bar oriented in an upright position, the first load support bar having
a spacing section pivotally
connected thereto at a pivot location, the spacing section arranged in a first
upright orientation to be aligned
with the first load support bar and to be located between the first load
support bar and the load at a contact
location, the contact location being spaced from the pivot location a
sufficient distance to enable the
spacing section to be pivoted from the first orientation to a second
orientation wherein the spacing section
is no longer between the load and the first load support bar.
[00016] In some embodiments, the first and second support bars have a brace
portion extending
therebetween and the spacing section is pivotally connected at an offset
location to cause the spacing
section to return to the first orientation.
[00017] In some embodiments, the spacing section has a weighted segment at a
lower end to cause the
spacing section to return to the first orientation and the spacing section is
square tubing.
[00018] In some embodiments, the anchor portions are affixed to an underside
surface of the second load
support bar, when aligned with the surface and each of the anchor portions are
L-shaped to engage a
corresponding rectangular slot in the track.
[00019] An embodiment further comprises an arrest member pin mounted on the
second load support
bar and configured to be displaced between a first position and a second
position, the arrest member being
arranged in the first position to engage the track to prevent movement of the
anchor portions within their
respective rectangular slots, and in the second position to allow the load
restraint to be advanced along the
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track from a lock orientation to a release orientation wherein the anchor
portions are removable from the
track.
[00020] In some embodiments, the arrest member includes a spring loaded pin,
and a lever is coupled
with the spring loaded pin for retracting the spring loaded pin between the
first and second positions.
[00021] In some embodiments, the L-shaped anchor portion has a leg segment and
a foot segment, the
foot segment of a length equal to or less than that of the thickness to the
spacing section.
[00022] In a further embodiment, there is provided a method of restraining a
load on a vehicle
comprising:
- delivering a load on a vehicle deck;
- providing at least one load restraint device to secure the load on the
vehicle deck
against movement thereon, the load restraint device having a first load
support bar and a
second load support bar, the second load support bar having one or more anchor
portions;
a spacing section pivotally attached to the first load support bar;
- inserting the one or more anchor portions into a track on a surface of the
vehicle deck,
so that the first load support bar is in an upright position adjacent the
load;
- providing the spacing section a first orientation in which the spacing
section is aligned
with the first load support bar and located between the first load support bar
and the load;
- transporting the load to a destination;
- pivoting the spacing section to a second orientation to disengage the load,
thereby to
form a gap between the load and the first load support bar; and
-removing the load from the vehicle.
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[00023] Some embodiments further comprise removing the at least one load
restraint prior to removing
the lead from the vehicle.
[00024] Some embodiments further comprise providing a plurality of slots in
the track, the inserting step
including inserting each anchor portion in a corresponding slot, wherein the
step of inserting the one or
more anchor portions further comprises engaging an arrest member with the
track to lock the anchor
portions in position in the track.
[00025] In some embodiments, the step of removing the at least one load
restraint further comprises
pivoting.a lever to retract the arrest member.
[00026] In a further embodiment, there is provided a load restraint device for
a vehicle comprising a load
support having a first surface and a second surface, the second surface having
one or more anchor portions
configured to seat into a track on a third surface on the vehicle and being
configured to move between a
locked position and an unlocked position, the first surface having a spacing
section pivotally connected
thereto, to engage the load when in a first orientation and to disengage the
load when in a second
orientation, wherein the spacing section is of a thickness equal to or greater
then the distance between the
locked and unlocked positions.
[00027] In still a further embodiment, there is provided a transport vehicle
comprising a vehicle having a
transport surface, the transport surface including at least one track with a
barrier located near one end
thereof, a first load support having a first support portion and a second
support portion, the second support
portion including one or more anchor portions configured to seat in the track,
the second support portion
being configured to move between a locked position and an unlocked position,
the first support portion
including a spacing member pivotally connected thereto and being configured to
cooperate with a barrier to
engage and to hold the load therebetween in a first orientation and to
disengage the load when in a second
orientation, wherein the spacer member is of a thickness equal to or greater
then the distance between the
locked and unlocked positions.
[00028] In some embodiments, the barrier being a second load support.
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[00029] In yet another embodiment, there is provided a method of restraining a
load on a vehicle
comprising:
- rolling one or more parts carts onto a transport vehicle deck along a path;
- providing at least one load restraint device on the vehicle deck to limit
movement of the
one or more carts during travel of the transport vehicle; the load restraint
device having
an upright load support portion and an base portion, the base portion having
one or more
anchor portions, and a spacing section pivotally attached to the upright load
support
portion;
- inserting the one or more anchor portions into a track on a surface of the
vehicle deck,
so that the upright load support member interrupts the path of a given one of
the carts to
establish a contact location between the spacing section and the periphery of
the given
cart;
- locating the spacing section in a first orientation in which the spacing
section is aligned
with the upright load support bar and to be located between the upright load
support bar
and a periphery of one of the carts;
- causing the transport vehicle to travel with the one or more carts to a
destination;
- pivoting the spacing section to a second orientation beyond the contact
location, thereby
to disengage the load and to form a gap between the periphery of one of the
given carts
and the upright load support bar;
- removing the load restraint device from the vehicle deck; and
-rolling the one or more carts along the path and off the vehicle deck.
[00030] In yet another embodiment, there is provided a load restraint device
for a vehicle comprising a
first load support bar having a first end portion and a second end portion, a
second load support bar having
a third end portion and a forth end portion, the first and second load support
bars being joined at the second
and third end portions, the second load support bar having one or more anchor
portions configured to
anchor the second load support bar on a load carrying deck of a transport
vehicle, with the surface, with the
first load support bar oriented in an upright position, the first load support
bar having a spacing section
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pivotally connected thereto at a pivot location, the spacing section arranged
in a first upright orientation to
be aligned with the first load support bar and to be located between the first
load support bar and the load at
a contact location, the contact location being spaced from the pivot location
a sufficient distance to enable
the spacing section to be pivoted from the first orientation to a second
orientation wherein the spacing
section is no longer between the load and the first load support bar.
[00031] In yet a further embodiment, there is provided a method of restraining
a load on a vehicle
comprising:
- delivering a load on a vehicle deck;
providing at least one load restraint device to secure the load on the vehicle
deck
against movement thereon, the load restraint device having a first load
support bar and a
second load support bar, the second load support bar having one or more anchor
portions;
a spacing section pivotally attached to the first load support bar;
securing the one or more anchor portions on a surface of the vehicle deck, so
that the
first load support bar is in an upright position adjacent the load;
providing the spacing section a first orientation in which the spacing section
is aligned
with the first load support bar and located between the first load support bar
and the load;
transporting the load to a destination;
pivoting the spacing section to a second orientation to disengage the load,
thereby to
form a gap between the load and the first load support bar; and
-removing the load from the vehicle.
[0003 la] In another exemplary embodiment, there is provided a method
restraining a load. The method
including the steps of
providing at least one first load restraint device comprising a first load
support bar having
a first end portion and a second end portion, a second load support bar having
a third end portion
and a forth end portion, the first and second load support bars being joined
at the second and third
end portions, the second load support bar having one or more anchor portions
configured to seat
into a track on a surface so as to align the second load support bar with the
surface, the first load
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support bar being oriented in a substantially upright position and having a
spacing section
pivotally connected thereto at a pivot location,
placing the load on the surface between a barrier and the at least one first
load restraining
device; and
arranging the spacing section in an upright position substantially parallel to
the first load
support bar in a contact position between the first load support bar and the
load so as to
frictionally restrain the load between the barrier and the at least one first
load restraining device.
[00032] Referring to the figures, there is provided a pair of load restraint
devices for a vehicle 8 (figure 4),
an exemplary one of which is illustrated at 10. The load restraint device 10
(figure 1) has a first load
support bar 12 that includes a first end portion 14 and a second end portion
16. The load restraint device 10
has a second load support bar 18 that includes a third end portion 20 and a
forth end portion 22. The first
and second load support bars 12 and 18 are joined at the second and third end
portions 16 and 20. The
second load support bar 18 has one or more anchor portions 24 configured to
seat in a track 26 (figure 3)
within or on a surface 28 of the vehicle 8 (figure 2) to place the second load
support bar 18 in a horizontal
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position on the surface 28, with the first load support bar 12 oriented in an
upright position. The first load
support bar 12 has a spacing section 30 pivotally connected thereto at a pivot
connection or offset location
44 between the first and second end portions 14 and 16 to engage a load 32
when in a first orientation 34
and to disengage the load 32 when in a second orientation 36. As is
illustrated in figure 1, the load may be
static such as a load strapped on a skid. Alternatively, as shown in figure 4,
the load may be one or more
wheeled carts, with one such cart shown at 30. Another example is shown in
figure 6 with a vehicle 8 in
the form of a truck with a deck providing the surface 28 and an end wall 35
supporting carts 32. Similarly,
the deck 28 and end wall 35 may be provided by other vehicles such tractor
trailers which include,, in one
example, a flat bed trailer. Thus, in this alternative example, one load
restraint device 10 is deployed to
cooperate with the end wall to inhibit movement of the load along the surface
28 of the truck.
[00033] As shown in figure 2 the first orientation 34 is an upright
orientation in which the spacing section
30 is aligned with the upright first load support bar 12. This allows the
spacing section 30, and in turn the
first and second support bars 12, 18, to restrain the load as will be
described. In this example the spacing
section 30 is in the upright position to align with the first support bar 12.
The spacing section 30 and the
first support bar 12 may provide the first orientation in a position other
than an upright position, such as an
inclined position, if the first load support bar 12 is so oriented. Otherwise,
other support structures may be
provided to support the spacing section 30 to in turn restrain the load when
not necessarily aligned with the
first support bar 12. Thus, effective restraint occurs when forces generated
by movement of the load during
vehicle travel, may be transferred to the spacing section 30, and from the
spacing section 30 to the first
support bar and second support bars 12, 18 which will then transfer the force
to the track 26 and then to the
vehicle 8.
[00034] As shown in figure 2, the first and second support bars 12 and 18 may
be created using single
pieces of C-channel. An intermediate member, or brace portion, such as a
single piece of square tubing 40
as shown in figure 1 is provided between the first load support bar 12 and the
second load support bar 18
on an inclined angle (such as 45 degrees) to act as a handle and to increase
the rigidity of the load restraint
device 10.
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[00035] As illustrated in figure 3, the track 26 is formed from a C-channel
member with a number of
centrally located machined rectangular slots 42 therein. The C-channel, in
this case, is welded to the cross
members of the trailer (not shown) so that the top surface 43 of the C-channel
sits substantially level, or
otherwise in an operative position relative to the surface 28 of the vehicle.
Of course, other materials,
configuration and sizes may be utilized to create the track, the first and
second support bars and the
intermediate member, as desired. Other arrangements may also be utilized to
provide the slots 42. For
instance, the slots may be integrally formed in a deck surface plate. The
slots may be provided in other
forms and confirmations, such as by way of holes or other passages.
[00036] As shown in figures 1 and 2, the spacing section 30 is pivotally
connected at the offset location 44,
which is above a center point between the first and second end portions 14,
16, thereby to cause the spacing
section 30 to return to the first orientation 34. Alternatively, the spacing
section 30 may be provided with a
weighted segment 48 at a lower end 50 as illustrated with dashed lines in
figures 1 and 2 to cause the
spacing section 30 to return to the first orientation 34. The spacing section
30 is formed with square
tubing, although other configurations may be used, as desired. Further, as
shown at 52 in figure 2, a
mechanism may be provided to hold the spacing segment in place under, for
example, no load conditions.
In this case, the mechanism 52 may include a pin or the like to positively
engage the spacing section 30 and
hold it in the first orientation 34.
[00037] As illustrated in figure 2, there is a contact location 54 between the
load 32 and the spacing section
30 wherein, under certain operating conditions, a compressive force is exerted
on the spacing section 30 by
the load and the first load support bar 18. The spacing section 30 is
pivotally connected between the first
and second end portions 14, 16 at a pivot location which is spaced from the
contact location 54 a distance
sufficient to permit the spacing section 30 to be transferred from the first
orientation 34 to the second
orientation 36 and thus removed from the contact location 54. In this example,
the pivot location is above
the contact location. However, in other cases, it may be in a different
location, such as below the contact
location 54. Thus, the location of the pivot connection is selected to allow
the spacing section 30 to be
disengaged from the contact location when in the second orientation 36. This
will allow the spacing
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section 30 to be moved out of the way to allow the load restraint 10 to be
moved between a locked position
and an unlocked position on the vehicle 8, as will be described.
[00038] In this case, as shown in figure 1, each of the anchor portions 24 is
L-shaped to engage a
corresponding rectangular slot 42 in the track 26, though the anchor portions
may be provided in other
configurations as desired. Further, the anchor portions 24 are affixed to an
underside surface 56 of the
second load support bar 18. In this example, three machined L-shaped anchor
portions 24 increase the
locking strength between the load restraint device 10 and the track 26.
However, any number of L-shaped
anchor portions 24 may be used depending on the weight and/or the shape of the
load 32 and the relative
dimensions of the first and second load support bars 12, 18 and other
components of the device 10. Each of
the L-shaped anchor portions 24 includes a leg segment 60 and a foot segment
62. Referring to figure 1 a,
the foot segment 62 is of a length "L" may be equal or less then the thickness
"T" of the spacing section 30.
Therefore, when the spacing section 30 is in the second orientation and
disengaged, as shown in figure 2,
the load restraint can move between the locked position shown in figure la and
the unlocked position
shown in figure lb.
[00039] As shown in figure la, the load restraint device 10 has an arrest
member 66 mounted on the
second load bar 18 and is configured to be displaced between a first position
and a second position. In this
example, the arrest member is a spring loaded pin and will be so-referred
below. In the first position the
spring loaded pin is seated in the rectangular slot 42 or in a hole (not
shown) beside the slot to prevent
movement of the anchor portions 24 within the rectangular slot 42. In the
second position as shown in
figure lb, the spring loaded pin 66 is removed from the rectangular slot or
hole to allow the load restraint
device 10 and thus the anchor portions 24 to be advanced along the track 26
from the locked position to the
released position, wherein the anchor portions 24 are now removable from the
track 26. A lever 70 or other
displacement portion may be coupled with the spring loaded pin 66 for
displacing the spring loaded pin 66
between the first and second positions. The spring loaded pin 66 locks the
load restraint device 10 into
place and thus functions to resist or arrest the movement of the second load
bar 18 along the track 26. Other
arrangements may be provided as desired to control motion of the arrest member
without need of a spring
bias.
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[00040] To operate the load restraint device 10 on the vehicle 8, as can be
seen in the example of figure 4,
for instance, with a pair of such devices, an operator places a load on a
vehicle deck providing the surface
28. The operator then assesses how many load restraint devices would be
required for the load. This may
depend on the load weight, shape and/or the configuration of the vehicle. For
example, a lighter load may
require fewer load restraint devices than heavier loads. The vehicle 8 may
have a permanent stop or barrier
at either end of the vehicle to engage the load, such as shown in figure 6,
requiring one device 10 at an
opposite end. Otherwise, as in this example, a pair of load restraint devices
are utilized, one at each end of
the load. The operator installs the load restraint devices 10 on the track 26
by inserting the anchor portions
24 into the corresponding rectangular slots 42 and then by moving or shifting
them from the unlocked
position of figure 1 b to the locked position of figure I a. In the example of
figure 4, the load is a loaded
wheeled cart and one or both of the load restraint devices are placed in the
path P (or paths) of the cart, that
is to interrupt the path of the cart as can be seen in figure 5, that is when
the cart is rolled on, or rolled off,
the surface 28. At this time, the spring loaded pin 66 is seated into the
corresponding slot 42 (or hole). The
operator then engages the load 32 with the spacing section 30 by bringing it
to the first orientation 34. The
operator then transports the load to a destination. To unload the load 32 from
the vehicle 8, the operator
pivots the spacing section 30 to the second orientation 36 to disengage the
load 32 from one of the load
restraint devices 10. The operator may then remove one or both of the load
restraint devices 10 and then
remove the load by rolling the cart off the surface. Otherwise, the load may
be removed laterally from
between the load restraint devices 10. To do this, the operator releases the
spring loaded pin 66 and shifts
or moves the load restraint device from the locked position and to the
unlocked position.
[00041] In the examples illustrated, the load restraint is aligned with a
portion of the load so that the
spacing section 30, when in the upright position, is aligned with both the
first load support bar and the load.
However, there may examples in which the first load support bar is offset
relative to the load and the
spacing section is misaligned with the load support bar but still between the
load support bar and the load.
[00042] The device 10 thus, in one example, provides what can be referred to
as a load stopper and may
rely on custom tracking that may be installed in the floor of a trailer by
welding to the steel cross members
under the floor. There may be relatively more strength in the floor of the
trailer than the walls that
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regularly flex when driving over uneven surfaces. This may also reduce, if not
eliminate, in some cases, the
need for racking on the sides of the trailer. However racking may be used as
desired.
[00043] The anchor portions provide what can be referred to as feet. Thus the
use of a number of feet
provide for additional strength and integrity under repetitive loading
conditions, through the life of the
device. For instance, in a failure condition, one foot may fail, leaving at
least two additional feet and in the
example of figure 1, maintain operation of the device. This, of course, is
based on the individual
dimensions of each foot being selected so that each foot is capable of
withstanding or exceeding by a
reasonable safety factor, the operative load being exerted on the device under
normal operating conditions.
[00044] The device 10 thus provides, in one example, a pendulum style bar
mounted to the front of the
restraint. Rather than trying to move 10 000 lbs of wheeled carts off of a
decking bar, the handle on the
bar may be pushed or pulled to create a mechanical advantage (leverage)
creating a relatively small gap
between the restraint and the load so that the restraint or load may be
removed, as need be. The load, in
this case, may be one or more parts carts, each with a bumper portion which
contacts the bar. Thus, in one
example, the force required to overcome frictional force present between the
bar and the bumper is
significantly less than the forces required otherwise to push the combined
loads of the such wheeled carts
(which in some cases may approach or exceed 10 000lbs) toward the nose of the
trailer or other vehicle.
[00045] In one example, a 3" C-channel with machined rectangular slots in the
centre may be welded to
the cross members of the trailer so that the back of the C-channel sits level
with the wooden floor. An L-
shaped structure may be created using a single piece of C-channel is the
baseline design for the load
restraint. A single piece of 1" sq. tubing may be added on a 45 deg. Angle in
the L-Structure to act as a
handle and increase the rigidity of the L-shape while also keeping the wrist
in a neutral position. Attached
to the handle may be a bicycle brake lever to activate a spring loaded pin 66.
The spring loaded pin may
then be arranged to come out of the bottom of the L-Structure and spring into
the open rectangular slot in
the floor tracking. This locks the load restraint into place by keeping it
from moving forward by means of
vibration while the trailer is moving. The spring loaded pin takes very little
if any load when the L-
Structure is resisting the movement of the carts. Three machined L-shaped
`feet' may be provided on the
bottom/under side of the L-Structure that fit into the floor tracking that
resist the moment created by the
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steel cart bumper striking the vertical section of the load restraint. On the
front of the vertical section, may
be provided a I" piece of sq. tubing that has an offset hole which causes the
bar to always swing upright
drilled just below or above where the steel bumper contacts the load
restraint. The lower section of the bar
may be weighted to improve the pendulum motion. This bar is relatively easy to
release when there is alot
of pressure on the restraint. The bar may be moved left or right which frees
up approximately I", in one
particular instance, between the cart bumpers and load restraint rather than
attempting to push the carts
towards the nose. Of course, gaps of greater or less than 1" may also be
achieved by varying the
dimensions of the bar itself. Once this space has been created, the bicycle
lever may be pulled to retract the
spring loaded pin allowing the load restraint to be pushed forward. Once the
restraint has moved forward
approximately I", the feet are no longer locked into the floor tracking and
the load restraint can be lifted
directly up by means of the handle. While the load restraining devices as
discussed herein employ a series
of anchor portions for removably mounting the load restraining device to a
track, the load restraining
device may be mounted on carriers or the like to slide along the track or the
like to allow for release and/or
longitudinal adjustment along the deck.
[00046] While the present invention has been described for what are presently
considered the
preferred embodiments, the invention is not so limited. To the contrary, the
invention is intended to cover
various modifications and equivalent arrangements included within the spirit
and scope of the appended
claims. The scope of the following claims is to be accorded the broadest
interpretation.
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