CAR SUPPORT FRAME WITH TYRE PROTECTION BARRIER

Abstract

A vehicle support deck frame (10) is condfigured to allow wheel (12) penetration through the deck depth and projection somewhat below the deck underside, so that a projecting wheel and/or attendant tyre (13) acts as a resiliently deformable spacer, cushion, bolster or buffer, in relation to an underlying (vehicle) load (30); such a ‘sunken’ wheel disposition allows a vehicle to sit lower in relation to the deck, so reducing the load depth (31) on that deck.

Description

The Applicant has devised a demountable, minimally space-intrusive, support frame for the storage and transportation of vehicles within the closed confines of an otherwise standard freight container. The frame is carried demountably from removable support posts themselves each inset in recess in container wall corrugations and secured by mounting brackets fastened to a container internal frame. The conversion has been variously branded SkyRac(k) and TransRac(k) (Trade Marks) and is variously the subject of certain patents, including GB 0024214.9 and GB 0226012.3. A dedicated web site www.trans-rak.com features the TransRak.

In that conversion a movable, self-contained, deck frame module is elevated from container floor level towards the roof and suspended intermediate the container internal depth to allow another vehicle or load to be introduced underneath upon the floor. The Applicant has devised a bespoke all-round ‘cable’ (which term includes wires, ropes and chains) suspension system for such deck elevation, using a drive transfer mechanism between cable entry/exit points at each end, set within the deck itself and working in conjunction with overhead suspension from an inset frame, of minimally-intrusive side posts which nest within container side wall corrugations and are secured by clamping to brackets welded to the container internal frame.

The cable suspension allows the deck to be free-floating and variable in tilt, along with manual lateral and longitudinal positional adjustment within the container footprint, while the weight is carried by the cable suspension. Differential end elevation for deck tilt creates differential cable disposition and inclination longitudinally with attendant tension adjustment, which is accommodated by modest longitudinal deck shift. Disposition of the deck and any load carried upon the deck affects the residual load space availability and clearance from other decks or loads. Moreover, disposition of a load upon a deck also impacts upon residual capacity and clearance.

Underlying Load Protection

An important consideration with such elevated vehicle support frames is protection of otherwise vulnerable loads below, in particular a vulnerable immediately underlying vehicle or lower row or tier of vehicles. A minor careless operator slip or error of judgement can cause considerable damage by casual deck-to-vehicle or vehicle-to-vehicle contact.

A need to optimise packing density is somewhat at odds with a need to ensure a safe adequate operational clearance between loads and between a deck frame carrying an overlying upper (vehicle) load and an underlying (vehicle) load.

Prefacing Statement of Invention

In some aspects of the present invention, the Applicant has recognised that an upper load support frame could adopt a bespoke configuration, to allow closer inter-nesting of respective load underside and upper contours or profiles. Thus, say an upper load frame could extend within and/or beyond either upper or lower load foot prints to optimise mutual clearance whilst preserving upper load support and stability. In that regard, advantage can be taken of the complex and differential upper and lower outer curvature profiles of vehicles for vehicle and frame inter-disposition.

Operator Safety

Operator safety in manipulating the deck and in (un)loading vehicles by drive on/off is also of paramount importance. Ease of operation, with minimal ‘chocking’ or underpinning of movable elements is also desirable, consistent with safety and security. Allowing an operator to work largely to one side of, rather than directly underneath, a suspended deck load would be helpful.

Deck Access

Another issue is ‘remote’ deck access at a ‘closed’ container end, for end height change in overall end-to-end longitudinal tilt adjustment, such as with a fork-lift truck, driven into the container from one open access end. Thus it is not feasible to introduce such a lift truck for remote deck end lift. The Applicant's all round cable suspension allows selective deck end lifting and lowering.

Context and Problem

Containers in established and widespread usage are of a standardised format and capacity for generalised freight or mixed cargo. They have no inherent compatibility with vehicle loads. In the short term there is unlikely to be a standardisation change towards growth. Carriage of one vehicle (car) above another supported on any type of intermediate frame within container confines demands a frame of some substance to support and secure the weight under the arduous transport conditions of road, rail and sea on which any container might be carried. Yet a frame which is sufficiently robust implies intrusive bulk and thus occupation of the limited space within the container envelope with some sacrifice in available payload. Overall, internal space is limited and maximum load space utilisation desirable.

Vehicles are generally curvilinear profiled, at one or both ends, rather than simply rectangular—with the risk of leaving unutilised, and so wasted, voids. In order to minimise this, the vehicles, or rather an upper suspended vehicle or tier of vehicles, is tilted or canted to fit over the profile of an inserted underlying vehicle set upon the container floor.

Prior Art

The Applicant has previously devised a ‘free-floating’ all round cable-suspended deck for vehicle carriage, with vehicle wheels carried in profiled deck. This to give flexibility in loading and allow load manipulation manually for fine positional adjustment laterally and/or longitudinally before securing the suspended load with adjustable tension restraint ties or straps.

Statement of Invention

(Vehicle) Load Disposition in Relation to Deck

A movable frame or deck for vehicle load support, configured for installation within the confines of a freight container, the frame being fitted with a plurality of adjustable vehicle wheel and/or tyre capture elements configured to allow tyre penetration through the frame depth to project from the underside.

Such a deck could be demountable and allow retro-fit adaptation or conversion of an otherwise standard container.

For certain load types, configurations and combinations or mixes, in particular road vehicles, an issue of (vehicle) load disposition in relation to an underlying deck arises, along with admission of local load portion penetration through the deck depth and protrusion from the deck underside and which are variously addressed by some aspects of the present invention.

In one configuration, a wheel bracing, support or carriage structure is configured to bolster outer circumferential wheel and tyre penetration, but without risk of grounding the vehicle body upon the deck. Thus, wheels and tyres are allowed to drop or hang down locally somewhat into, through and below the underside of the suspended deck to allow tyre penetration—as if in a notional shallow trough. An example structure would be a minimal open skeletal, lattice or ‘wire’ frame configuration. Such a minimal format is more readily adapted to different vehicle forms, by obviating fixed inflexible elements and allowing mobility for re-disposition of residual elements.

Differentiation

There is a distinction between this and, say, emergency vehicle frames such as used by roadway breakdown or recovery services, since they are concerned merely with a less challenging local lifting task, not with confined stacking and packing.

The general objective of the present invention is to reduce vehicle contact to a bare minimum for ease of unimpeded re-configuration, consistent with preserving safe vehicle support. Albeit requiring more careful and precise mutual alignment of vehicle and support, use may be made of in-built vehicle jacking points, such as side sill apertures normally concealed with blanking covers. In that case a simple inwardly-projecting (retractable) rod or stem for each jacking aperture (typically two per side) would be all that was required. An upright or transverse telescopic stem could be carried on a swing arm for longitudinal positional alignment; transverse or span-wise adjustment being accommodated by the extent of projection or extension. Thus, say, a multi-stage pillar ram might suffice for each such support pin. An expandable bull-nose, turn-buckle locking head pin or retractable cross-pin might be fitted to lock a projection into a jacking aperture. Modest swing arm mounting rotation or articulation could be used to pull a vehicle body down, to promote wheel penetration between movable capture elements at circumferentially-spaced tyre contact points.

Local lift blocks could be deployed to control tyre and so wheel penetration through local apertures in a vehicle support frame. Such blocks could be underslung from the deck frame and operative only once a vehicle deck is lowered to a container floor. Alternatively, displacement blocks could be carried by an underslung block frame co-operatively disposed with the vehicle frame and operative only upon deck lowering. Vehicle and block frames could pivot at one end so their interaction arises upon tilt for (un)loading with respective lower ends resting upon a container floor.

EMBODIMENTS

There now follows a description of some particular embodiments of the invention, by way of example only, with reference to the accompanying diagrammatic and schematic drawings, in which:

FIG. 1A shows a dense loading configuration; vehicles are inter fitted or internested for greater packing efficiency, whilst preserving a ‘comfort’ intervening clearance margin;

FIG. 1B shows a longitudinal cross-section of part of a container with a dual vehicle load, using an elevated and tilted suspended deck frame carried upon inset support posts and an underlying vehicle upon the container floor; a working clearance 35 is preserved at one end and a clearance 33 at another end;

FIGS. 2A through 2D show successive operational stages of a movable vehicle deck for a container which allows for loaded vehicle wheels to penetrate the deck structure and project somewhat below the frame and wheel support elements.

More specifically . . .

FIG. 2A shows a vehicle deck resting upon a container floor with a certain longitudinal rolling space between spaced wheel supports to allow vehicle (un)loading;

FIG. 2B shows a vehicle deck of FIG. 2A raised somewhat above the container floor, with wheel penetration between spaced support elements and marginal projection below deck underside level, so the vehicle as a whole rests upon wheel support elements;

FIG. 2C shows a vehicle deck of FIG. 2A, being brought into juxtaposition with a floor unsettling or displacement block;

FIG. 2D shows a container and deck configuration of FIG. 2C with a vehicle deck rested upon a container floor. Blocks on the container floor interact with the vehicle deck to raise the vehicle wheels above the level of the deck, allowing the vehicle to escape the wheel supports and exit the deck.

FIG. 2E shows a supplementary carrier frame for tyre blocks juxtaposed with a vehicle support frame and of complementary configuration and foot print, to allow tyre block local insertion or intrusion through wheel apertures in the overlying vehicle support deck frame, in turn to lift the contacted tyres and associated wheel assemblies clear of the vehicle frame for ease of vehicle drive-on/off; the block frame could be minimal, or

FIG. 2F shows a series of sub-frames or depending frames underslung from the vehicle frame and operable when the vehicle frame is fully lowered to a deck floor;

FIGS. 3A to 3D show alternative vehicle deck configurations from full longitudinal span to minimalist and fragmented local span at wheel locations. More specifically . . .

FIG. 3A shows a full longitudinal span vehicle deck with sloping ramp ends and local wheel capture elements to allow partial wheel penetration through deck;

FIG. 3B shows a split or fragmented vehicle deck, with separate front and rear deck segments with ramp ends, respectively for front and rear vehicle wheels;

FIG. 3C shows a split vehicle deck of FIG. 3B with a longitudinal tie bar between front and rear sections without ramp ends;

FIG. 3D shows a variant of the split vehicle deck of FIG. 3B of reduced footprint, again without ramp ends;

FIGS. 4A through 4D show a vehicle deck of peripheral boundary bar format configured to fit around the outside of a vehicle wheel base. More specifically . . .

FIG. 4A shows a side elevation of a vehicle peripheral loop bar frame deck showing wheel restraint by transverse opposite end bar location;

FIG. 4B shows an isometric view of the vehicle bar frame deck of FIG. 4A; upon which supplementary elements can be mounted, say to address or stabilise a vehicle body;

FIG. 4C shows a side elevation of an adjustable span variant of the vehicle deck with telescopic inter-fitting frame bars; either or both longitudinal (i.e. wheelbase) and transverse (i.e. wheel track) adjustment could be provided; internal spring bias and indexed or continuous friction clamp locking could hold a position once set;

FIG. 4D shows an isometric view of the adjustable span vehicle deck of FIG. 4C

FIGS. 5A to 5D show a variant inside loop bar frame vehicle deck to that of FIGS. 4A through 4D configured to fit within and around an inside periphery of a vehicle wheel base. More specifically . . .

FIG. 5A shows a side elevation of an inside loop bar frame; wheel supports (not shown) can be mounted on the outside of the loop to address individual wheels;

FIG. 5B shows an isometric view of the inside loop bar frame vehicle deck of FIG. 5A

FIG. 5C shows a side elevation of the vehicle deck of FIG. 5A with an adjustable longitudinal span to suit a particular vehicle load wheelbase; corresponding provision may be made for transverse span or wheel track;

FIG. 5D shows an isometric view of a vehicle deck of FIG. 5C

FIGS. 6A through 6B show split vehicle decks with separate front and rear bar end frame loops. More specifically . . .

FIG. 6A shows a side elevation of a split loop frame deck reflecting independent front and rear wheel penetration;

FIG. 6B shows an isometric view of the end loop frame deck of FIG. 6A;

FIGS. 6C and 6D show an ‘I’ frame deck arrangement with opposite end wheel pairs supported separately by respective transverse bars, linked by a longitudinal tie bar.

More specifically . . .

FIG. 6C shows a side elevation reflecting opposite end wheel capture;

FIG. 6D shows a isometric view of the I-frame deck of FIG. 6D;

FIGS. 6E through 6G reflect an upper load support frame lateral extension ‘overhung’ or lying ‘side-saddle’ beyond the upper load footprint, whilst preserving mutual operational clearance; thus:

FIG. 6E shows frame longitudinal members or longerons disposed outboard of an upper vehicle track and indeed overall vehicle body and footprint, whilst lateral spars at the wheelbase restrain the wheels fore-and-aft through local tyre contact;

FIG. 6F shows a side elevation of stacked loads in apparent very close proximity when viewed from the side, with overlying deck vehicle support upon the ‘wide’ track or transverse span frame of FIG. 6E;

FIG. 6G shows en end elevation of the stacked loads of FIG. 6F showing greater mutual load clearance in fact than is apparent from FIG. 6F; thus the longerons sit well clear laterally of both the upper and lower vehicle load widths and overall footprint, taking advantage of a typical or archetypal waisted upper profile of an underlying vehicle; so the present invention allows close mutual inter-fit and/or internest of load and frames;

FIGS. 7A to 7B show an ‘I’ bar configuration deck frame with (telescopic) adjustable longitudinal tie bar, to accommodate vehicle load wheelbase diversity. More specifically . . .

FIG. 7A shows an side elevation of the ‘I” frame, reflecting bounding end bar constraints;

FIG. 7B shows an isometric view of the ‘I’ frame deck of FIG. 7A;

FIGS. 7C and 7D show a variant rectangular section ‘I’ bar deck frame of (telescopic) adjustable longitudinal span, with paired wheel capture bars at each end. More specifically . . .

FIG. 7C shows independent adjustment of wheel capture and wheel base;

FIG. 7D shows an isometric view of a vehicle deck of FIG. 7C;

FIGS. 8A and 8B show a vehicle deck of FIGS. 7C and 7D incorporating vehicle sensors for wheelbase (and optionally wheel track) sensing and (manual or automated) adjustment. More specifically . . .

FIG. 8A shows a side elevation of a loaded vehicle deck, with a proximity detector or sensor set at upper deck level to register vehicle and/or wheel position/span; deck and/or wheel span adjustment could be manual or automatic (say with pre-programmed settings), or sensor-driven;

FIG. 8B shows an isometric view of a vehicle deck support spine of FIG. 8A;

FIG. 9 shows adjustable wheel capture to address wheel track and diameter variation for desired wheel through deck penetration;

FIG. 10 shows a side view of a vehicle deck with profiled or sculpted tyre supports, to capture tyre sides and allow for optimised wheel through deck penetration; thus part-circular curved clam shell plates are deployed in opposed pairs to capture opposite tyre sides at a lower three-quarter quadrant; this allows the support to move closer in level to a wheel axis, whilst clearing inboard or ‘behind the wheel’ suspension, positioning and guidance elements;

FIGS. 11A and 11B reflect a range of wheel capture arcs up to a diametral limit position, effectively two opposite extremes of wheel capture and support from virtually none to close to fall-through. More specifically . . .

FIG. 11A shows minimal wheel through deck penetration with a limited wheel capture axis;

FIG. 11B shows maximum wheel capture axis through deck penetration by diametral wheel capture and support;

FIG. 12 shows a loaded vehicle deck mounted upon a cantilever support frame set within a container; with individual wheel support at opposite ends;

FIG. 13 shows a elevation of a vehicle wheel capture and support structure, allowing controlled wheel through deck depth penetration according to the spacing and vertical position of opposed wheel circumference support bars; in the position illustrated with minimal clearance between wheel underside and a floor level; overall, this reflects operational variability in wheel and tyre penetration to a practical limiting factor of clearance between vehicle body underside;

FIGS. 14A through 14C show vehicle weight-shift upon deck frame tilt, taking advantage of wheel suspension travel at opposite deck ends. More specifically . . .

FIG. 14A shows a facility for independent vehicle wheel vertical movement at each deck end; thus, say, a vehicle body could be pulled down to compress the suspension at one end, with wheel support being allowed to spread or splay somewhat to accommodate and help determine wheel through deck (depth) penetration;

FIG. 14B shows deck tilt with attendant tendency to compress vehicle suspension and promote deck (depth) penetration at a lower end;

FIG. 14C shows vehicle body weight-shift towards a lower (in this case rearward) end with attendant suspension compression and wheel penetration between respective opposed wheel support bars, either according to pre-set support bar spacing or to contribute towards setting that spacing; body tie down might be deployed at the opposite (in this case) forward end, with wheel support arm splay;

FIGS. 15A and 15B show use of vehicle body or chassis jacking points for selectively adjustable vehicle body mounting upon a deck to (help) determine wheel through deck (depth) penetration. More specifically . . .

FIG. 15A shows a side elevation of a vehicle set upon a deck disposed in a container, with longitudinally-spaced vehicle body support arms or jacks movable to determine vehicle body disposition;

FIG. 15B shows the body jacks of FIG. 15A selectively activated and deployed to set vehicle body disposition and wheel through deck depth penetration;

FIGS. 16A and 16B show selectively adjustable vehicle body (magnetic) clamping to a deck frame to (help) determine wheel through deck (depth) penetration. More specifically . . .

FIG. 16A shows a side elevation of a vehicle upon a deck set within a container and fitted with longitudinally-spaced electro-magnets set within or upon a deck frame, for selective energisation (as shown in FIG. 16B) to pull an overlying vehicle body downwards toward the deck and promote wheel penetration through respective spaced support bars;

FIG. 16B shows the magnetic pull of FIG. 16A in operation;

Referring to the drawings . . .

An all-round cable-suspended deck 10 is fitted with a spaced array of support and capture elements 11 for vehicle wheels 12 and tyres 13. This allows drive-on/drive-off or roll-on/roll-off loading and unloading, and local retention in a load carrying condition.

One deck configuration would be a pair of transversely spaced longitudinal ramps 14 or localised spaced ramp lengths as wheel runners. An even more ‘minimalist’ open lattice frame ramp structure such as opposed bars (not shown), allows ample wheel and tyre penetration for a static loading condition, but can impede loading absent some special lead in or exit bar ramp. Bar profile is longitudinally tiltable and both laterally and longitudinally positionally. Adjustable deck 10 is carried upon an inset support frame (not shown) or side support posts 17 set in opposed pairs demountable within an otherwise standard format freight container 20, and secured by mounting brackets secured to the container internal frame (not shown).

When the vehicle deck 10 is rested upon the container floor 23, the wheels 12 are lifted up from the support and capture elements 11 and additional rolling space 40 is gained, which the allows the vehicle to gain momentum in order to escape the wheel capture space and exit the deck.

To further assist in releasing the vehicle wheels 12 from the deck 10, exit or discharge displacement blocks 24 can be fitted on the container floor 23. These to internest with the deck 10 recesses, upon lowering the deck onto the container floor 23, to uplift the vehicle wheels level with the upper surface of the deck, releasing the wheels from the support and capture elements and deck recess and allowing the vehicle to roll off the vehicle deck. In addition ramp ends 14 allow for smoother entry and exit to the deck.

Various different deck assemblies are envisaged upon which the support and capture elements can be variously mounted. Thus, the deck could consist of individual deck frame for front and rear wheels.

A minimal deck structure might comprise an inner or outer loop bar 41, bounding the vehicle wheels 12, and upon which support and capture elements could be mounted. A telescopic loop bar could accommodate varying vehicle length.

Similarly an ‘I’ beam configuration might comprise singular or multiple support bars 42 for front and rear wheels 12 connected by a perpendicular joining section 43 . The joining section could comprise a bar, telescopic bar or a more substantive structure (as shown in FIG. 8B).

To assist in vehicle positioning, automatic telescopic adjustment, vehicle sensors 44 are envisaged. Ideally these would be positioned in the upper surface of the vehicle deck, to monitor the distance to the vehicle body. Alternatively, or in addition, vehicle sensors may also be positioned in the underside of the deck

A particular consideration of the present invention is vehicle disposition setting through vehicle wheel through deck depth penetration. Thus, in certain variants described later, advantage is taken of vehicle body weight-shift upon deck tilt to set vehicle disposition upon a deck by setting wheel through deck depth penetration.

More generally, provision can be made for wheel depth and/or positional adjustment according to vehicle chassis, wheel and tyre size. Sports wheels may feature large diameter alloy wheels fitted with shallow sided or so-called low-profile tyres, which make wheels vulnerable to lateral contact damage. Some form of fabric sling, or bag might be contrived to minimise the risk of wheel rim damage whilst preserving capture and retention when tied to a deck. Absent that, operationally a support frame contour should stay well clear of wheel rims, in favour of the tyre body, even with shallow side walls.

Not only the weight of the car, but any tie-down tension forces will tend to cause the tyres to compress, reduce in depth between tread to wheel rim and side walls bulge sideways, so reducing somewhat their effective ‘cushion depth’. The effect is proportionally less for stiffer side wall tyres, such as low profile or run-flat variants.

Although wheels might hang down (up to a travel limit) under their own weight from their suspension if unsupported by ground contact, this would consume precious available internal space unless clearance is ensured around an underlying vehicle upper (cab, bonnet and boot profile). Rather it is sufficient to allow wheels and the suspended chassis to sit lower, but without grounding the chassis upon the deck and whilst preserving chassis support upon the wheels. Thus drive on/off capability is preserved even with the additional weight of a driver.

Adjustable Frame

Wheelbase and Wheel Diameter Capture

An adjustable support and carriage frame and wheel capture configuration to accommodate a diversity of vehicle wheelbase and wheel diameters. Adjustment could be undertaken manually by an operator changing the position of various relatively movable elements with reference to a settings reference chart and alignment marks on the structure, or simply by offering up a presented vehicle.

Automatic Adjustment

The frame could be configured for automatic (longitudinal or transverse span-wise) adjustment in response to a ‘superimposed’ vehicle, upon drive-on and to re-settle upon drive-off. Thus, say, longitudinal positional adjustment of wheel support and capture arms or trays could be provided, along with wheel arms, bars or trays which are themselves of longitudinal adjustable span or variable ‘throat’ capacity. The wheel arms, bars or trays could again be of a minimal open lattice or skeletal structure to facilitate this. Indeed, a pair of judiciously positioned spaced retention bars or struts might suffice. A corresponding adjustment facility could address transverse span.

In either case, a vehicle could ‘clear’ the deck frame when lowered until its wheels contact the container floor and the deck also is lowered to rest upon the floor.

In a more elaborate variant, some form of traveller could be contrived to run around a tyre circumference and react between tyre and a cushion buffer against the vehicle body or chassis underside, to draw a wheel and tyre downward by exercising some if not all of the available suspension travel. An over-centre trip action could set or actuate the separation upon loading and cancel or de-activate it upon unloading.

A simpler or more passive solution might simply be to support the body locally upon a cushion or buffer pad and allow the wheels to hang ‘naturally’ under their own unsprung weight through the suspension travel. Such a buffer might be contrived from spaced rubber rollers mounted upon respective individual jacks or a common jacking frame. According to vehicle orientation, it may only be necessary to allow the wheels at one end to hang down, stretching the suspension. At the other, still supported end, the body might then be pulled down upon the wheels, to contrive still further downward travel of the unsupported wheels at the other end. A tension strap or tie between vehicle chassis and deck frame might suffice for this.

Clearance

The minimal ‘residual’ clearance tolerable for static loading (i.e. when the suspension is not exercised or restrained by ties to the deck) is likely inadequate for ‘dynamic’ motion upon driving with full suspension travel, so a greater or normal running clearance is restored upon full deck lowering and vehicle drive off clear of the deck.

Suspension Travel

Inherent in the vehicle suspension is a certain wheel travel capacity, about a ‘neutral’ (unloaded or normally loaded) condition, in relation to a vehicle chassis or body. If otherwise unrestrained, wheels can drop down individually or collectively (as if in a notional pot-hole) until the limit of their suspension travel is exhausted, provided the body is supported, either by the other wheels remaining in ground contact, or by some form of body or chassis under-pinning jack, prop or chock.

For certain vehicles, such as 4×4 off-road vehicles, a considerable suspension travel may be provided. With more sophisticated variants, electric or pneumatic ride height adjustment may constrain wheel travel. Except for older types with leaf spring rear suspension, wheels are independently-suspended for largely independent movement, subject to anti-roll bar constraints.

Generally, it is sufficient for only a relatively small or minor proportion of available wheel travel to be used in accommodating wheel and/or tyre travel into, between, through and beyond spaced wheel supports, to allow at least tyre projection from somewhat below a suspended deck frame underside. The extent of such projection is variable, but an inch, a couple of inches or so, may suffice. A practical limiting factor is clearance between a vehicle body underside and the deck frame and/or the supports themselves.

Profiled, even bespoke, supports, such as opposed (part-circular) curved contour ‘clam-shell’ plates of modest thickness, might be employed to capture opposed tyre sides at a lower three-quarter ‘quadrant’ disposition, allowing the support to move closer in level to a wheel axis whilst clearing ‘behind and/or below the wheel’ suspension, positioning and guidance elements.

A maximum or limiting wheel capture arc would be a transverse, in particular a horizontal, line intersecting the wheel axis, but that extreme would risk wheel slippage and ‘fatal’ wheel drop-through between supports. This, given inherent tyre resilience, and absent extraordinary inward clamping load—which in itself would deform the tyre periphery somewhat.

Intervention Member

As a supplementary back-up protection measure, a compliant ‘intervention member’ might be interposed between tyre projecting periphery and an underlying vehicle load.

Outboard Cantilever Wheel Support

In principle, wheel support might be carried, cantilever fashion from a structure, such as a strut secured to a container inner frame) situated within a container confines, but outboard or outside of a vehicle body and be directed inwardly toward a vehicle wheel, but any reduction in clearance between vehicle body and container sides would make drive-on/off (un)loading more challenging.

In an automated version,

• • for indexing a wheel support automatically for a wheelbase encountered upon vehicle drive on loading; and
  • setting wheel supports to within the diameter of an encountered wheel;
    a body or chassis prop might automatically be deployed—say triggered by drive-on action and conversely restored by drive-off. Generally, having a body ‘sit’ squat close to a deck once loaded reduces the space intrusion above the deck and helps preserve a safe working clearance between vehicle and container roofs.

Some positive, if not unduly severe, vehicle chassis tie-down to compress its suspension might be contemplated, if only to minimise vehicle movement during transit, but this would be an unwelcome extra installation step. That said, the deck itself would be restrained by adjustable tension straps or ties once elevated and tilted to a desired loading or under-deck load access condition.

Elevated Deck Positioning

One convenient deck format comprises a pair of spaced longitudinal ramps, local ramp portions, trays or ladder support bars or rungs for wheel travel. A continuous ramp is not essential between wheel bays, rather merely sufficient intervening structure to keep the local wheel supports at the prescribed wheel base, at least while in use. Thus, the intervening container floor or local elevated platform (displacement) blocks or ramps can suffice for wheel carriage upon drive on/off.

Wheel Base

The longitudinal span or wheelbase between wheels can be adjustable, by allowing movement at either one or both ends upon a carrier frame. A (say, telescopic) sliding frame and locking (say pin and hole or slot) device would suffice. This is most conveniently located toward the access end of a container, for ease of adjustment, without an operator having to travel further than necessary into the container to preface loading. It is generally desirable to minimise operator presence below a suspended deck or load. Even if under-load access is allowed, health and safety considerations might dictate back-up locking pins or safety restraints, which slow down (un)loading and deck height and positional operations.

Wheel Track

As mentioned, wheel track variation could also be accommodated by deck frame adjustability transversely, independently of any wheel base setting undertaken separately. Thus, say, opposed pairs of inboard and outboard paired guidance guide plates, chutes or funnels could be used for each wheel encountered, with an associated frame portion biased inward or outward by tyre side wall contact.

Wheel Size

Longitudinally-spaced wheel capture and support arms at opposite wheel sides could be of adjustable span according to wheel diameter and loading, so wheel and tyre penetration between arms and into the deck depth could be varied according to spacing setting, in turn to determine projection from below the deck underside.

If the spacing were set by a mechanism which optimised such penetration (albeit without allowing vehicle chassis grounding upon the deck) tyre penetration below deck level could be promoted. A spring bias might be used as a weight or loading sensitive element for such variable spacing and provide a modest cushion action.

The Applicant envisages an automated variant, using the drive on vehicle energy or momentum or passive suspended vehicle weight to move deck frame elements for optimised tyre penetration and projection.

Such deck facilities could be incorporated in the Applicant's previous deck lift which features all-round cable suspension with co-ordinated (powered, power-assisted motorised or manual) drive, allowing deck ‘free-float’ (until restraint ties are positioned and tensioned) for fine (manual) longitudinal and lateral positional adjustment by an operator intervention.

Weight Shift

As a deck frame is tilted, some modest weight-shift arises according to tilt angle severity, which tends to compress the vehicle suspension at one end and relieve or relax the compression at the opposite end. Thus a vehicle sat upon a tilted deck itself tends to tilt marginally in sympathy with deck tilt. Spring-biased, spring-loaded or hydraulic and/or pneumatic pre-loaded struts bearing upon opposed wheel supports might react to this by spreading somewhat, allowing still greater wheel penetration between supports.

So one tyre or pair of opposite tyres at one end of a vehicle may be compressed marginally more than another in the direction of tilt. It follows that if a wheel were captured by relatively movable supports (i.e. one or both elements could move), themselves of longitudinal spacing variable with local loading, that spacing would increase (such as with splayed support bars on opposite tyre sides), allowing the greater loaded wheel and tyre to penetrate somewhat still further into the deck depth and protrude that much more from the deck underside.

Deck Frame Configuration

A minimal deck frame reduces intrusion into the load capacity of a container in which it is installed, impacts less upon usable commercial payload and allows greater operating clearance between stacked vehicles or an underlying vehicle (upon a ground floor) and an overlying suspended deck. Similar considerations apply to individual wheel supports to allow local clearance and greater flexibility of operation with a diversity of vehicle sizes and configurations.

Whilst there should remain a safe working clearance between ‘elevated’ and ‘underlying’ loads, this may vary dynamically in transit as vehicles move somewhat on their suspensions, even if a suspended deck is restrained and even if restraint ties are fitted between vehicle and deck.

A collision or indeed any contact between vehicle and load support, or worse still another vehicle (so multiplying the damage consequences), should desirably be inhibited. That said, a low impact contact could be buffered or cushioned using the inherent resilience of a depending tyre. Even rubbing or scuffing by a tyre upon a vehicle paintwork would be preferable to scraping (by direct metal-to-metal contact).

Outboard Frame

As reflected in FIGS. 6E through 6G, vehicle support frame of the invention could have elements, such as longitudinal members or longerons lying somewhat outboard of a stacked vehicle foot print. Such a support frame could be configured to preserve operational clearance respectively between mutually stacked vehicle loads and between deck frame and a supported vehicle load, to allow compact load inter-nesting and inter-fit, with minimal intrusion into overall load capacity.

The support frame could also be configured to allow stacked vehicle loads to fit within a common footprint or planform, whilst allow vehicle support frame lateral overspill, but within container confines. It might be convenient to inter-locate such side longerons with a container side wall. They might also be useful as manoeuvring hand rails for manual ‘fine’—positioning of a freely-suspended deck, whose passive weight is carried but with a deck plane of movement freedom until finally clamped into a parked and braced condition. The outboard or overhanging frame member cross-section could be increased—say, made deeper—without adversely impacting upon vehicle-to-frame, or vehicle-to-vehicle clearances.

Packing or Local Infill or Bridging Pieces

Supplementary resilient packing or local infill or bridging pieces, spacer wedges, cushions or bolsters might still be fitted (loose or taped in situ) to vulnerable vehicle body areas, or interposed between closely juxtaposed elements, but the invention reduces, if not obviates, dependence upon these.

Magnetic Clamp

Subject to screening from interference with vehicle electronics or local wireless command networks, powerful, selectively-energisable, electromagnetic clamps might be deployed to pull a vehicle body towards a deck; again encouraging wheel penetration between space capture elements at the tyre circumference.

Hyro-Pneumatic Jacks

Alternatively, Hyro-pneumatic jacks might be deployed to for relative deck and vehicle load positioning.

‘Mix and Match’

The various features described can be selectively mixed and matched in combination for particular effect or outcome.

Thus for example deck frame wheel base and track adjustability can be combined constructively with automated vehicle sensing and clamping in situ; preparatory to optimising wheel capture arm setting for desired through-deck depth penetration, in turn to help set vehicle upon deck disposition and the available buffer cushion action effective below deck in relation to an underlying load.

Component List

10 vehicle deck

11 support and capture elements

12 vehicle wheels

13 tyres

14 ramp

17 support posts

20 freight container

23 container floor

24 displacement block

25 cantilever structure

30 underlying vehicle load

31 load depth

32 upper/supported vehicle

33 clearance between upper and underlying vehicle at front end of upper vehicle

35 clearance between upper and underlying vehicle at back end of upper vehicle

36 wheel capture axis

40 rolling space

41 loop bar

42 support bar

43 joining section

44 vehicle sensor

45 profiled tyre supports

46 spring biased tyre supports

47 vehicle body support jacks

48 electromagnetic body clamps

Claims

1. A movable frame or deck for vehicle load support, configured for installation within the confines of a freight container, the frame being fitted with a plurality of adjustable vehicle wheel and/or tyre capture elements configured to allow tyre penetration through the frame depth to project from the underside.

2. A support frame of claim 1, with localised span underside and/or side wall exposure between a support, capture and retention facility.

3. A support frame of claim 1, in which the wheels and/or tyres project approximately one inch beyond and below the frame underside.

4. A support frame of claim 1, in which the wheels and/or tyres project approximately two inches beyond and below the frame underside.

5. A support frame of claim 1, movable to rest upon a container floor for vehicle access in (un)loading.

6. A support frame of claim 1, with wheel and/or tyre support adjustable longitudinally, to accommodate a diversity of wheelbase, wheel and tyre diameter.

7. A support frame of claim 1 with wheel and/or tyre support adjustable transversely to accommodate diversity in vehicle wheel track.

8. A support frame of claim 1, with wheel support configured with a clearance between vehicle body and frame.

9. A support frame of claim 1 in which disposition of a projecting wheel of a suspended vehicle serves as a buffer or cushion in relation to an underlying vehicle.

10. A support frame of claim 1, with wheel supports of an effective projection or depth adjustable with deck position, to allow vehicle passage over a lowered deck, but, upon deck elevation, to allow vehicle wheel projection between supports and to present a differential step to inhibit ready vehicle passage.

11. A support frame of claim 1, in which suspended vehicle wheel projection through a support restrains a vehicle against movement in transit, {with minimal supplementary restraint, such as ties or lashing}.

12. A support frame of claim 1, configured so that upon frame lowering onto a (container) floor, the wheels of a vehicle load can rest on the floor between respective supports and yet preserve sufficient longitudinal clearance between supports and wheels to allow vehicle momentum build-up before encountering supports upon drive-on loading.

13. A support frame of claim 1, with one or more wheel support blocks deployed upon a (container) floor to raise a vehicle wheel nearer to a support apex to facilitate drive-over, the blocks remaining on the floor upon frame elevation, allowing the wheels to penetrate between supports.

14. A support frame of claim 1, in which a frame is raised from a (container) floor and supported by means, selected from the group comprising... ride-over blocks with inclined ramps.

15. A support frame of claim 1, in which a ground floor incorporates an inclined (un)loading ramp, but once the frame is raised above the ramp, vehicle load wheels penetrate between spaced supports.

16. A support frame of claim 1, configured of minimal load intrusive profile, skeletal, open lattice or fragmented format, for flexible dispositions in relation to a vehicle load carried thereby, and the penetration of elements, in particular tyres, of that load though the deck depth and their spacing from and interaction with an underlying load.

17. A support frame of claim 1, configured with operational clearance respectively between mutually stacked vehicle loads and between deck frame and a supported vehicle load, with compact load inter-nesting and inter-fit, and minimal intrusion into overall load capacity.

18. A support frame of claim 1, configured to allow stacked vehicle loads to fit within a common footprint or planform whilst allow vehicle support frame lateral overspill, but within container confines.

19. A support frame of claim 1, with localised span lift or displacement blocks deployable to control tyre and so wheel penetration through local apertures in a vehicle support frame.

20. A support frame of claim 1, with localised span lift or displacement blocks deployable to control tyre and so wheel penetration through local apertures in a vehicle support frame;

such blocks being underslung from the deck frame and operative only once a vehicle deck is lowered to a container floor.

21. A support frame of claim 1, with local lift or displacement blocks deployable to control tyre and so wheel penetration through local apertures in a vehicle support frame;

the displacement blocks being carried by an underslung block frame co-operatively disposed with the vehicle frame and operative only upon deck lowering to a container floor.

22. A support frame of claim 1, with local lift or displacement blocks deployable to control tyre and so wheel penetration through local apertures in a vehicle support frame;

the displacement blocks being carried by an underslung block frame co-operatively disposed with the vehicle frame and operative only upon deck lowering to a container floor;

vehicle and block frames being suspended within a container to pivot at one end for vehicle (un)loading access, so respective frame interaction arises upon tilt for (un)loading with respective lower ends resting upon a container floor.

23. A movable frame or deck for vehicle load support configured for installation within the confines of a freight container, the frame being fitted with a plurality of adjustable vehicle wheel and/or tyre capture elements configured to allow tyre penetration through the frame depth to project from the underside, with tyre periphery and sidewall exposed as a buffer cushion in relation to an underlying vehicle.

24. A movable frame or deck of claim 23, with minimal local up-stand to allow drive-over and side profile to preserve tyre exposure.