Anti-loosening binding device for fixing goods in truck carriage

Abstract

The invention discloses an anti-loosening binding device for fixing goods in a carriage, and relates to the technical field of freight auxiliary equipment, the anti-loosening binding device comprises a bottom plate, the bottom plate is used for being fixed at the bottom of the carriage for supporting, a supporting plate is driven to turn over through the self gravity of the goods, and structures such as a linkage rack, a gear set, a gear ring and a rotating wheel drive a reel to automatically wind a binding belt; self-adaptive adjustment of the pre-tightening force is achieved, manual tensioning is not needed, the stability and consistency of the binding pre-tightening force in different scenes are guaranteed, meanwhile, a reliable locking mechanism is formed through cooperation of a pawl spring and a connecting claw, the binding belt is prevented from loosening reversely, and when tension attenuation is caused by transportation jolting or binding belt creep deformation, the binding belt is prevented from loosening reversely. The linkage mechanism can be triggered again through the gravity of goods to complete automatic tightening, stable binding of the goods is kept all the time, the risks of goods sliding and loosening caused by insufficient pre-tightening force are avoided, the goods fixing reliability is improved, and the safety in the transportation process is guaranteed.

Description

Technical Field

[0001] This invention relates to the field of freight auxiliary equipment technology, specifically to an anti-loosening strapping device for securing cargo inside a freight car. Background Technology

[0002] In modern logistics and transportation systems, trucks are the core transport vehicles for bulk commodities, irregularly shaped items, and loose cargo. The reliability of securing the cargo inside their cargo compartments directly affects transportation safety, cargo integrity, and road traffic efficiency. With the large-scale development of the logistics industry, the volume of freight transportation continues to rise, and transportation scenarios are becoming increasingly complex, placing higher demands on the anti-loosening performance, ease of operation, and adaptability of cargo securing devices.

[0003] In various freight transportation scenarios, such as road freight and rail transport, to prevent goods from sliding, tipping, or colliding due to inertial forces from vehicle start-stopping, centrifugal forces during turns, or vibrations from road bumps, the most common existing method for securing goods is to use flexible straps to bind and limit the goods. These straps are tightened manually to apply a continuous and stable pre-tension pressure to the surface of the goods. This pre-tension pressure is further converted into normal pressure between the goods and the floor and side walls of the carriage. Combined with the coefficient of friction between the goods and the contact interface, static friction is generated between the goods and the carriage based on the principle of friction generation. This static friction counteracts various external forces acting on the goods during transport, limiting the lateral, longitudinal, and vertical displacement of the goods. However, this method still has the following problems:

[0004] The adjustment of the pretension force of the straps lacks a unified quantitative standard and mostly relies on the manual experience and subjective judgment of the operators. It is difficult to ensure the consistency of the pretension force when different batches and different operators are binding. If the pretension force is insufficient, the static friction force at the interface between the goods and the carriage cannot offset the inertial force and bumps during transportation. This can easily lead to the goods not being securely fixed and slipping, which in turn can cause the goods to loosen or even fall off, ultimately reducing the reliability of the goods being fixed and creating significant safety hazards in the transportation process. Summary of the Invention

[0005] The purpose of this invention is to provide an anti-loosening strapping device for securing goods inside a freight car, in order to solve the problem mentioned in the background art where the pre-tension adjustment of the straps lacks a unified quantitative standard and mostly relies on the manual experience and subjective judgment of the operators. This makes it difficult to ensure the consistency of the pre-tension when strapping different batches and different operators. If the pre-tension is insufficient, the static friction at the interface between the goods and the freight car cannot offset the inertial force and bumps during transportation, which can easily lead to the goods not being securely fixed and slipping, thus causing the goods to loosen or even fall off, ultimately reducing the reliability of the goods being secured and creating significant safety hazards during transportation.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a cargo securing device for preventing loosening inside a freight car, comprising:

[0007] The base plate is used to fix the bottom support of the carriage;

[0008] An adaptive binding assembly is provided on top of the base plate, which is used to adaptively adjust the preload of the binding;

[0009] The adaptive binding assembly includes: the cargo body;

[0010] Straps are used to secure the goods during transportation.

[0011] A reel, used to wind up straps when rotating;

[0012] The rotating winding structure is used to rotate the reel to tighten the straps and adjust the preload on the cargo body.

[0013] Preferably, the rotating winding structure further includes a rotating wheel, a set of connecting claws are fixedly installed on the outer surface of the rotating wheel, and a set of ratchet springs are fixedly installed on the outer surface of the rotating wheel.

[0014] Preferably, the adaptive binding assembly further includes a U-shaped plate, with a rotating rod rotatably connected to the inner wall of the U-shaped plate near the upper part, and a support plate fixedly connected to the outer surface of the rotating rod, the top of the support plate being movably installed with the bottom of the cargo body.

[0015] Preferably, a tension spring is fixedly installed at the bottom of the tray, a first mounting plate is fixedly connected to the bottom of the tray, a first connecting rod is fixedly installed on the inner wall of the first mounting plate near the bottom, and one end of the tension spring is fixedly installed to the top of the base plate.

[0016] Preferably, a rack is rotatably connected to the outer surface of the first connecting rod, a drive gear is meshed with the outer surface of the rack, a second mounting plate is rotatably connected to the outer surface of the drive gear, a driven gear is meshed with the outer surface of the drive gear, and a gear ring is fixedly installed on the inner wall of the driven gear.

[0017] Preferably, a second connecting rod is rotatably connected to the inner surface of the rotating wheel, and a third mounting plate is rotatably connected to the outer surface of the second connecting rod. The bottom of the third mounting plate and the second mounting plate are fixedly connected to the top of the base plate.

[0018] Preferably, one end of the strap slides through the top of the tray and extends downwards, one end of the strap is fixedly installed on the outer surface of the roll, and the bottom of the U-shaped plate is fixedly installed on the top of the base plate.

[0019] Preferably, a sliding limiting component is provided on the top of the base plate;

[0020] The sliding limiting component includes a limiting groove, a limiting plate, and a slot, wherein the limiting groove is formed on the outer surface of the rack.

[0021] Preferably, a limiting block is slidably connected to the inner surface wall of the limiting groove, and the outer surface of the limiting block is fixedly connected to the outer surface of the limiting plate.

[0022] Preferably, the bottom of the limiting plate is fixedly connected to the top of the base plate, and the slot is formed on the top of the base plate.

[0023] Compared with the prior art, the beneficial effects of the present invention are:

[0024] 1. In this invention, the pallet is flipped by the weight of the goods themselves, and the rack, gear set, gear ring and rotating wheel drive the reel to automatically rewind the straps, realizing adaptive adjustment of the pretension force. No manual tightening is required, ensuring the stability and consistency of the pretension force in different scenarios. At the same time, the cooperation of the pawl spring and the connecting claw forms a reliable locking mechanism to prevent the straps from loosening in the opposite direction. When the tension decreases due to transportation bumps or strap creep, the weight of the goods can trigger the linkage mechanism again to automatically tighten the straps, keeping the goods firmly tied. This avoids the risk of goods slipping or loosening caused by insufficient pretension force, which not only improves the reliability of goods fixing, but also ensures the safety of the transportation process.

[0025] 2. In this invention, the guide constraint of the limiting block and the limiting groove ensures that the rack always descends vertically in the vertical direction, preventing its movement trajectory from deviating. Combined with the close fit between the limiting plate and the two sides of the rack, the left and right tilting during the rack's descent is effectively limited, ensuring that the rack and the drive gear teeth always maintain precise meshing, guaranteeing transmission stability and reliability. The further positioning of the rack by the slot significantly improves the overall stability of the rack's movement. Simultaneously, the precise design of the slot depth and the installation height of the limiting plate ensures that a safe gap is maintained between the rack and the bottom of the carriage when the rack descends to its maximum stroke, preventing contact and collision. This not only ensures the smoothness of the rack's movement but also enhances the safety of the structure's operation. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the main view of a cargo securing device for preventing loosening in a freight car according to the present invention.

[0027] Figure 2 This is a schematic diagram of a portion of the adaptable binding components in an anti-loosening binding device for securing cargo inside a freight car according to the present invention.

[0028] Figure 3This is a schematic diagram of another part of the adaptive binding assembly in the anti-loosening binding device for securing cargo inside a freight car according to the present invention.

[0029] Figure 4 This is an enlarged view of a portion of the adaptable binding assembly in an anti-loosening binding device for securing cargo inside a freight car according to the present invention.

[0030] Figure 5 This is a schematic diagram of the rotating winding structure in an anti-loosening strapping device for securing cargo inside a freight car according to the present invention.

[0031] Figure 6 This is a schematic diagram of the sliding limiting component in an anti-loosening strapping device for securing cargo inside a freight car according to the present invention.

[0032] Figure 7 This is a diagram showing the movement trajectory of the structure in an anti-loosening strapping device for securing cargo inside a freight car according to the present invention.

[0033] In the diagram: 1. Base plate; 2. Adaptive binding assembly; 201. U-shaped plate; 202. Rotating rod; 203. Pallet; 204. Cargo body; 205. Binding strap; 206. Tension spring; 207. First mounting plate; 208. First connecting rod; 209. Rack; 210. Drive gear; 211. Second mounting plate; 212. Driven gear; 213. Gear ring; 214. Second connecting rod; 215. Rotating wheel; 216. Connecting claw; 217. Pawl spring; 218. Third mounting plate; 219. Reel; 3. Sliding limit assembly; 301. Limit groove; 302. Limit block; 303. Limit plate; 304. Slot. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0035] Example 1, as Figure 1 - Figure 5 as well as Figure 7 As shown: A cargo securing anti-loosening strapping device for securing cargo inside a freight car includes: a base plate 1 for fixing to the bottom support of the freight car; an adaptive strapping assembly 2 disposed on top of the base plate 1 for adaptively adjusting the pre-tightening force of the strapping; the adaptive strapping assembly 2 includes: a cargo body 204; straps 205 for securing the cargo body 204 during transportation; and a reel 219 for reeling in the straps 205 when rotating.

[0036] The rotating winding structure is used to rotate the reel 219 to tighten the strap 205 and adjust the preload on the cargo body 204. The rotating winding structure further includes a rotating wheel 215, on the outer surface of which a set of connecting claws 216 are fixedly mounted. A set of ratchet springs 217 are also fixedly mounted on the outer surface of the rotating wheel 215. The adaptive binding assembly 2 further includes a U-shaped plate 201. A rotating rod 202 is rotatably connected to the inner wall of the U-shaped plate 201 near the upper position. A support plate 203 is fixedly connected to the outer surface of the rotating rod 202. The top of the support plate 203 is movably mounted to the bottom of the cargo body 204. A tension spring 206 is fixedly mounted on the bottom of the support plate 203. A first mounting plate 207 is fixedly connected to the bottom of the support plate 203. A first connecting rod 208 is fixedly mounted on the inner wall of the first mounting plate 207 near the lower position. The tension spring 206... One end of 6 is fixedly installed to the top of the base plate 1. The outer surface of the first connecting rod 208 is rotatably connected to the rack 209. The outer surface of the rack 209 is meshed with the driving gear 210. The outer surface of the driving gear 210 is rotatably connected to the second mounting plate 211. The outer surface of the driving gear 210 is meshed with the driven gear 212. The inner wall of the driven gear 212 is fixedly installed with the gear ring 213. The inner wall of the rotating wheel 215 is rotatably connected to the second connecting rod 214. The outer surface of the second connecting rod 214 is rotatably connected to the third mounting plate 218. The bottom of the third mounting plate 218 and the second mounting plate 211 are fixedly connected to the top of the base plate 1. One end of the strap 205 slides through the top of the support plate 203 and extends downward. One end of the strap 205 is fixedly installed to the outer surface of the roll 219. The bottom of the U-shaped plate 201 is fixedly installed to the top of the base plate 1.

[0037] The overall effect of Embodiment 1 is as follows: when securing the cargo body 204 to prevent loosening, the base plate 1 is fixedly installed at the bottom of the truck bed. When the cargo needs to be secured for transport, the cargo body 204 is first wrapped around the strap 205. One end of the strap 205 is detachably hooked to a preset anchor point inside the truck bed, and the other end is fixed to the roller 219 and wrapped around to prevent slippage. Then, the cargo body 204 is placed stably on top of the pallet 203. A rotating rod 202 is fixedly installed at the center of the inner wall of the pallet 203. A U-shaped plate 201 is fitted on the outer surface of the rotating rod 202 to achieve the flip-up support of the pallet 203. Since the cargo body 204 has its own weight, when the cargo body 204 is placed... When one side of the pallet 203 is tilted, under the action of gravity, the pallet 203 flips around the rotating rod 202 as a fulcrum, causing one side of the pallet 203 carrying the cargo body 204 to sink downwards, while the other side of the pallet 203 rises upwards. During the upward lifting of the other side of the pallet 203, the tension spring 206 connected to its bottom has a memory function and is synchronously stretched and stores elastic potential energy. At the same time, the pallet 203 on the side carrying the cargo body 204 drives the first mounting plate 207 to move downwards synchronously during the sinking process. When the first mounting plate 207 descends, it drives the rack 209 fixed at its bottom to descend vertically. Under the guiding and limiting action of the first connecting rods 208 on both sides, it can ensure that the rack 209 always maintains a stable descent in the vertical direction. 9. During descent, the driving gear 210 is driven to rotate through tooth meshing. When the driving gear 210 rotates, it drives the driven gear 212 to rotate synchronously through meshing. The driven gear 212 is provided with third mounting plates 218 on both sides. The third mounting plates 218 are fixed to the base plate 1 by bolts, thereby axially limiting the two sides of the driven gear 212 to prevent it from deviating. During the rotation of the driven gear 212, it drives the gear ring 213 to rotate synchronously. Several connecting claws 216 are evenly arranged along the circumferential direction on the outer wall of the rotating wheel 215. A pawl spring 217 is installed on the rotating wheel 215 at the position corresponding to each connecting claw 216. One end of the pawl spring 217 is fixed to the rotating wheel 215, and the other end elastically presses against the tail of the connecting claw 216. Because the pawl spring 217 has elastic restoring characteristics, it continuously applies elastic thrust to the connecting pawl 216, ensuring that the tooth surface of the gear ring 213 remains tightly engaged with the connecting pawl 216 during rotation. This, in turn, drives the rotating wheel 215 to rotate synchronously via the connecting pawl 216. The rotation of the rotating wheel 215 drives the second connecting rod 214, which is fixed at its center, to rotate. The second connecting rod 214 is coaxially and fixedly connected to the scroll 219, thus driving the scroll 219 to rotate synchronously. During the rotation of the scroll 219, the strap 205 is wound and stored, gradually tightening and firmly binding the cargo body 204. After the cargo body 204 is tightened and bound by the strap 205, the strap 205 exerts an upward lifting force on the cargo body 204.The pressure of the cargo body 204 on the pallet 203 is partially offset, resulting in a reduction in the effective weight of the cargo body 204 on the pallet 203. At this time, the previously stretched tension spring 206 begins to release its elastic potential energy and contract, pulling the side of the pallet 203 without cargo downwards, while the side of the pallet 203 carrying the cargo body 204 rises accordingly. When the pallet 203 rises, it drives the first mounting plate 207 to rise synchronously. When the first mounting plate 207 rises, it drives the rack 209 to move upwards. During the upward movement of the rack 209, it drives the drive gear 210 to rotate in the opposite direction. The reverse rotation of the drive gear 210 drives the driven gear 212 to rotate synchronously in the opposite direction. When the driven gear 212 rotates in the opposite direction, it drives the gear ring 213 to rotate synchronously in the opposite direction. At this time, the tooth surface of the gear ring 213 slides into contact with the inclined surface of the connecting claw 216, and cannot be inserted into the corresponding tooth groove of the connecting claw 216 to form an effective engagement. This prevents the reverse rotation of the gear ring 213 from being transmitted to the rotating part. Wheel 215 remains stationary and therefore cannot drive the spool 219 to rotate. The strap 205 remains taut under the locking action of the pawl mechanism. During truck transportation, if the strap 205's tension decreases or the binding loosens due to road bumps or its own creep, the lifting force of the strap 205 on the cargo body 204 decreases, and the effective weight of the cargo body 204 on the pallet 203 increases again. This causes the pallet 203 carrying the cargo body 204 to sink downwards again, repeatedly driving the first mounting plate 207, rack 209, drive gear 210, driven gear 212, gear ring 213, connecting claw 216, rotating wheel 215, second connecting rod 214, and spool 219 to work in sequence. The spool 219 rotates again and winds the strap 205, achieving a renewed tightening and binding of the cargo body 204, ensuring the cargo remains securely bound throughout the transportation process and effectively preventing the risk of loosening.

[0038] Preferably, following the technical solution described in Embodiment 1 above, to solve the problem of the rack 209 tilting and failing to engage during descent, a solution is proposed, specifically, as follows: Figure 1 as well as Figure 6 - Figure 7 As shown: A sliding limit component 3 is provided on the top of the base plate 1;

[0039] The sliding limiting component 3 includes a limiting groove 301, a limiting plate 303, and a slot 304. The limiting groove 301 is formed on the outer surface of the rack 209. The inner wall of the limiting groove 301 is slidably connected to a limiting block 302. The outer surface of the limiting block 302 is fixedly connected to the outer surface of the limiting plate 303. The bottom of the limiting plate 303 is fixedly connected to the top of the base plate 1. The slot 304 is formed on the top of the base plate 1.

[0040] The overall effect is that during the descent of the rack 209, the limiting block 302 on the limiting plate 303 can slide within the limiting groove 301 opened on the rack 209. Through the guiding and constraining effect of the limiting groove 301 on the limiting block 302, the rack 209 is forced to descend vertically in the vertical direction. At the same time, the limiting plate 303 is vertically fixed above the base plate 1, and its inner sidewall is in a close and non-interfering fit with the two sides of the rack 209. This effectively restricts the rack 209 from tilting or deviating to the left or right during descent, ensuring that the rack 209 and the driving gear 210 are in close contact. The tooth surfaces always maintain precise meshing; in addition, the base plate 1 is provided with a groove 304 that matches the contour of the rack 209. During the vertical descent, the rack 209 will gradually embed into the groove 304. The groove 304 further improves the stability of the rack 209's movement through its positioning function. The depth of the groove 304 and the installation height of the limiting plate 303 are precisely designed so that when the rack 209 descends to its maximum stroke, a preset safety gap is still maintained between its lower end and the bottom of the cargo box, preventing contact and collision with the bottom of the cargo box, thus ensuring the smoothness of the rack 209's movement and structural safety.

[0041] The working principle of the entire device is as follows: When securing the cargo body 204 to prevent loosening, the base plate 1 is fixedly installed at the bottom of the truck bed. During operation, the straps 205 are first wrapped around the cargo body 204, with one end hooked to a pre-set anchor point in the truck bed, and the other end fixed to the roller 219 and wrapped around to prevent slippage. Then, the cargo body 204 is placed stably on the pallet 203. The pallet 203 uses the rotating rod 202 at the center of its inner surface as a fulcrum, and a U-shaped plate 201 is fitted around its outer ring to achieve a flip-up support. The weight of the cargo causes the bearing side of the pallet 203 to sink and the other side to rise, simultaneously stretching the bottom with memory function. The tension spring 206 stores potential energy. When the bearing side of the support plate 203 sinks, it drives the first mounting plate 207 to move downward, thereby driving the bottom rack 209 to descend vertically. During the descent, the limiting block 302 on the limiting plate 303 slides along the limiting groove 301 of the rack 209, forcing the rack 209 to move vertically through guiding constraints. The limiting plate 303 is vertically fixed to the base plate 1, and its inner sidewall is in contact with both sides of the rack 209 to prevent it from tilting or shifting, ensuring precise meshing with the drive gear 210. At the same time, the rack 209 gradually embeds into the adapter slot 304 of the base plate 1, and the depth of the slot 304 is... The precise design ensures that even when the rack 209 reaches its maximum stroke, a safe clearance remains between its lower end and the bottom of the cargo compartment to prevent collisions. The rack 209 engages to drive the drive gear 210 to rotate, which in turn drives the driven gears 212, which are limited by the third mounting plates 218 on both sides, to rotate synchronously. The driven gears 212 drive the gear ring 213 to rotate. Under the continuous thrust of the pawl spring 217, the connecting claw 216 of the rotating wheel 215 tightly engages with the gear ring 213, causing the rotating wheel 215, the coaxial second connecting rod 214, and the winding shaft 219 to rotate. This winds and secures the cargo with the storage strap 205, achieving tight binding. The strap 205 lifts the goods upward, offsetting some of the pressure and reducing the effective weight on the load-bearing side of the pallet 203. The tension spring 206 releases energy and contracts, pulling the non-load-bearing side of the pallet 203 down and the load-bearing side up. This causes the rack 209 to move upward, causing the gear to rotate in the opposite direction. At this time, the gear ring 213 and the connecting claw 216 slide on the inclined surface and cannot mesh to transmit power. The reel 219 locks, and the strap 205 remains taut. If the tension of the strap 205 decreases during transportation, the pressure of the goods on the pallet 203 increases. The above linkage process is repeated, and the reel 219 winds the strap 205 again to tighten it, ensuring that the goods are secure and preventing them from loosening.

[0042] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A cargo securing device for preventing loosening inside a freight car, characterized in that, include: The base plate (1) is used to be fixed to the bottom support of the carriage; An adaptive binding assembly (2) is provided on top of the base plate (1) for adaptively adjusting the pretension force of the binding; The adaptive binding component (2) includes: cargo body (204); Straps (205) are used to secure the cargo body (204) during transport. A reel (219) is used to wind up the strap (205) when rotating. The rotating winding structure is used to rotate the spool (219) to tighten the straps (205) and adjust the preload on the cargo body (204).

2. The anti-loosening strapping device for securing cargo inside a freight car according to claim 1, characterized in that: The rotating winding structure further includes a rotating wheel (215), on the outer surface of which a set of connecting claws (216) are fixedly installed, and on the outer surface of which a set of ratchet springs (217) are fixedly installed.

3. The anti-loosening strapping device for securing cargo inside a freight car according to claim 2, characterized in that: The adaptive binding assembly (2) further includes a U-shaped plate (201), a rotating rod (202) is rotatably connected to the inner wall of the U-shaped plate (201) near the upper position, a pallet (203) is fixedly connected to the outer surface of the rotating rod (202), and the top of the pallet (203) is movably installed with the bottom of the cargo body (204).

4. The anti-loosening strapping device for securing cargo inside a freight car according to claim 3, characterized in that: A tension spring (206) is fixedly installed at the bottom of the tray (203), and a first mounting plate (207) is fixedly connected to the bottom of the tray (203). A first connecting rod (208) is fixedly installed on the inner wall of the first mounting plate (207) near the bottom. One end of the tension spring (206) is fixedly installed to the top of the base plate (1).

5. The anti-loosening strapping device for securing cargo inside a freight car according to claim 4, characterized in that: A rack (209) is rotatably connected to the outer surface of the first connecting rod (208), a drive gear (210) is meshed with the outer surface of the rack (209), a second mounting plate (211) is rotatably connected to the outer surface of the drive gear (210), a driven gear (212) is meshed with the outer surface of the drive gear (210), and a gear ring (213) is fixedly installed on the inner wall of the driven gear (212).

6. The anti-loosening strapping device for securing cargo inside a freight car according to claim 2, characterized in that: The inner wall of the rotating wheel (215) is rotatably connected to a second connecting rod (214), and the outer surface of the second connecting rod (214) is rotatably connected to a third mounting plate (218). The bottom of the third mounting plate (218) and the bottom of the second mounting plate (211) are fixedly connected to the top of the base plate (1).

7. The anti-loosening strapping device for securing cargo inside a freight car according to claim 1, characterized in that: One end of the strap (205) slides through the top of the tray (203) and extends downwards. One end of the strap (205) is fixedly installed on the outer surface of the roll (219). The bottom of the U-shaped plate (201) is fixedly installed on the top of the base plate (1).

8. The anti-loosening strapping device for securing cargo inside a freight car according to claim 1, characterized in that: The top of the base plate (1) is provided with a sliding limit component (3); The sliding limiting component (3) includes a limiting groove (301), a limiting plate (303), and a slot (304), wherein the limiting groove (301) is formed on the outer surface of the rack (209).

9. A cargo securing device for securing goods inside a freight car according to claim 8, characterized in that: The inner surface of the limiting groove (301) is slidably connected to the limiting block (302), and the outer surface of the limiting block (302) is fixedly connected to the outer surface of the limiting plate (303).

10. A cargo securing device for securing goods inside a freight car according to claim 8, characterized in that: The bottom of the limiting plate (303) is fixedly connected to the top of the base plate (1), and the slot (304) is opened on the top of the base plate (1).

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