GB2574599A

GB2574599A - Vehicle adaptor for containers

Info

Publication number: GB2574599A
Application number: GB1809522.4A
Authority: GB
Inventors: Clive-Smith Martin
Original assignee: Individual
Current assignee: Individual
Priority date: 2018-06-11
Filing date: 2018-06-11
Publication date: 2019-12-18
Also published as: GB201809522D0

Abstract

A frame 1 has a plurality of side rails 1, end rails 2 and cross rails 3. It is mounted on wheels 6 and landing legs 5. The frame is sized to accommodate a pair of intermodal freight containers placed side by side. Guides 4 locate and hold the containers. Additional containers may be stacked on top the first pair. In use containers Fig 2, 20, 21, 22, 23 may be placed onto frame 1. Tractor unit Fig 2, 11 and trailer Fig 2,10 may engage with frame 1. Known twistlocks may lock the container to the frame and the rows of containers to one another. The frame may be dismantled and transported on a vehicle trailer, Fig 3. The framework may also be guided by an autonomous or robotic vehicle, Figures 4A, 4B, 4C. The objective of the frame is to reduce the number of quay or dockside vehicle movements.

Description

Vehicle Adaptor For Containers

Description

In the field of shipping container on the quayside containers are carried on container vehicles including trailers, autonomous vehicles and trains one container wide. If the number of containers carried were two wide side by side and if these could be stacked two high when empty, that would enable fewer, perhaps 4 fewer vehicle moves along the quayside leading to less fuel used, lower pollution, more productivity, less damage events.

The legacy investment in container vehicles is enormous yet the move to multiple handling of containers is growing. So if a simple means were devised to adapt existing vehicles to multiple handling of containers that would be an advantage.

Vehicles targeted are existing vehicles for carrying containers along roads and quaysides. Such vehicles can be automatic guided vehicles or trailers or semi trailers which typically have a support structure to support a container placed upon it and tapered guides projecting upwards which guide the container into a central position on the vehicle. On some vehicles where one container is placed on top of another container presenting a relatively unstable tall stack two containers high, guide posts are provided at each corner of the vehicle to support the containers against toppling off the vehicle.

Figure 1 shows a rectangular frame 1 comprising side rails 2 end rails 3 cross rails 7 formed as a rigid assembly mounted on wheels 6 and legs 5. The wheels 6 are mounted on adjustable arms 8 mounted on cross rails 7 so that they can be raised and lowered by actuators (not shown) to raise and lower the frame 1. Corner guides 4 are seen at each corner. A known trailer 10 with tractor unit 11 is seen with its fifth wheel 12 lowered being driven under the frame 1 which is supported above the ground on legs 5 and raised actuated wheels 6 resting on the ground. The tractor incorporates a known fifth wheel 12 which typically can be raised and lowered by known means thus raising and lowering the front end 14 of the trailer whilst the wheels 13 to the rear of the trailer remain on the ground. Once the trailer is driven fullyalong the length of the frame, the wheels 6 can be retracted bring the cross rails 7 to rest on the trailer bed 15 and the front end 14 of the trailer can be raised by the action of the fifith wheel 14 thus lifting the legs 5 clear of the ground to enable the frame to be taken away with the wheels 6 retracted clear of the ground or left touching to assis payload when placed upon it.

To fix the frame to the trailer there are known twistlocks 16 fixed to the trailer and sockets under the frame 1 located in standardised positions to receive the twistlocks. Thus with the raising and lowering action of trailer and frame, the twistlocks can engage with the sockets and then be locked into to them to fix the frame to the trailer.

Alternatively the frame 1 can be lifted by a lifting device such as crane or fork lift or reach stacker and lowered onto the trailer 10. In such an operation, the wheels 6 could be fixed in height or indeed not be part of the frame 1 at all.

To lift the frame with a container spreader twistlock sockets can be formed in the end rails 3 or other cross rails 7.

In figure 2 there is seen the operation whereby a trailer 10 and tractor 11 are seen as the single unit is able to support a single container 20 shown adjacent. A frame 1 is seen next in line then placed on a trailer 10, and finally containers 20, 21, 22, 23 are loaded onto it. Once can see that the frame 1 enable two containers 20, 21 to be placed on a trailer 10 of width equal to the width of just one container 20. To fix the containers 2, 21 to the trailer known twistlocks fitted to the bottom corner fittings 24 of the containers locate and lock into sockets 9 of known geometry seen in figure

1.

In figure 3 the frame is seen in a demountable form that can be packed up and shipped inside a container 20 the overall width of the frame 1 being two containers wide and thus prohibiting it from being shipped on road or rail.

It should be noted that although the term 'trailer' is used here it is envisaged that trailers, semi-trailers, fixed body vehicles, AVGs, rail wagons and any other wheeled transporter of containers can be adapted to carry more than its original purpose to carry containers of two or more set side by side.

In figure 4B an autonomous guided vehicle 20 with wheels 21 known as an AVG as illustrated needing no tractor 11 unit but typically having a battery powered motor built in (and not seen) and it being directed by wireless controls and signals given it by a computerised control system telling it where to go to pick up a single width container. The on board motor and batteries make such AVGs heavy and thus stable against sideways toppling. AVGs do not typically have twistlocks or sockets for them but simply have guides 22 similar to guides 4 on the frame 1 to guide a container being loaded upon it and support it from sliding off horizontally.

In figure 4A a frame 1' is seen similar to frame 1 with sockets 9 and rails 2, 3, 7 and guides 4. In figure 4C the AVG 20 can thus be adapted to carry more than one container width by the addition of a frame 1'. However because of the height of the guides 22, it is necessary to increase the depth of the rails of the frame 1' to ensure that the sockets 9 are at least as high as the top 25 of the guides 22 so that when a container is placed onto the frame 1' the underside of the container is not penetrated by a guide or other projection on the AVG.

Additional rails 17 or other structure are provided within the frame 1' to abut guides 22' of the AVG 20 and assist in securing the frame 1' on the AVG. To prevent the frame 1' from toppling when being loaded or transported, the frame 1' is envisaged to be pinned by some means to the AVG, the AVG having in itself sufficient weight to resist toppling and thus not necessarily requiring the frame 1' to have wheels 6 or legs 5 although these provided that they were sufficiently retractable could serve an additional safety function in extreme transport toppling conditions such as by transverse crane impact on a high stack of containers fixed to the frame Γ. Such a means might be achieved by the modification of the AVG by addition of plate 25 including a pin 26 driven through the plate 25 into the end rail 3 of the frame Γ.

Claims

1. The present invention comprises a rectangular frame for securing to a container transport vehicle the frame then able to guide, support and stabilise containers placed upon it at various stages

a. One container (or stack) on one side of the frame during loading or unloading

b. Two containers (or stacks) side by side during transport

2. Means to secure the frame to the vehicle

a. With twistlocks loose or forming part of the frame or being part of the vehicle, having sockets in one or both of frame and/or vehicle

b. Structural connectors connecting the frame to the vehicle to secure the frame permanently or temporarily to the vehicle

3. Means to secure the containers to the frame against horizontal accelerations

a. With twistlocks loose or forming part of the frame or being part of the container, having sockets in one or both of frame and/or container

b. Twistlocks loose or part of frame or part of container fitted with twistlocks to sockets in one or both of frame and/or container

c. Sockets or twistlocks located at the corners of the frame and/or about the centre of the frame should it be required to transport a single column or container located centrally on the frame

d. Frame having upward projecting guides to guide and support the containers against horizontal movement during loading and/or transport

e. Guides comprising tall posts located at two or more corners of the frame

4. Frame having support locations at a height such that when fixed on a vehicle with vehicle guides, the supports hold the container load away flush or above the vehicle guides.

5. Frame with height adjustable stabilisers of legs, castors or wheels such that when loading or unloading the frame with offset loading prevent overturning of the frame and vehicle and/or container load

6. The frame has supports to support the frame against vertical impact loading of a container the means being on or close to the ground when the vehicle is lowered by deflection and/or lowering of suspension

a. Comprising fixed legs

b. Retractable legs or stabilisers

c. Stabilisers with castors

7. The frame on a vehicle can be loaded in two stacks two high stacks side by side to a weight, centre of gravity and size such that the overturning moment of the load when subjected to one or more typical transport accelerations and forces do not exceed the stability presented by the known vehicle on which the frame and load is transported.

8. Means to lift the frame with a container spreader on and off the vehicle, stack and interconnect one frame with another for handling, shipping and storage.

9. Means to locate other length containers end to end, and/or side by side on the frame

10. A frame that is made in knocked down form that can be shipped inside an ISO shipping containers or trailer of about 2.5m wide for local assembly and placement on a vehicle

11. Frame assembly that albeit is a bolted assembly includes adjustment means to set the diagonal geometry accurately.