AU2003262467B1

AU2003262467B1 - Freight restraints

Info

Publication number: AU2003262467B1
Application number: AU2003262467A
Authority: AU
Inventors: John Grant Krueger
Original assignee: Krueger Transport Equipment Pty Ltd
Current assignee: Krueger Transport Equipment Pty Ltd
Priority date: 2003-05-28
Filing date: 2003-11-24
Publication date: 2004-03-25
Anticipated expiration: 2023-11-24
Also published as: AU2003902668A0; AU2003262467C1; GB2402112A; GB0327406D0; NZ529769A; GB2402112B

Description

AUSTRALIA

Patents Act 1990 COMPLETE SPECIFICATION STANDARD PATENT Applicant(s): KRUEGER TRANSPORT EQUIPMENT PTY LTD A.C.N. 005 296 515 Invention Title: FREIGHT RESTRAINTS The following statement is a full description of this invention, including the best method of performing it known to me/us: 2

TITLE

FREIGHT RESTRAINTS

INTRODUCTION

This invention relates to freight restraints for use with curtain sided trailers and containers.

BACKGROUND OF THE INVENTION In many countries of the world, legislation has been introduced dictating that curtain sided trailers must have restraints along each side extending from the floor to the height of the load to prevent displacement of the load laterally off the sides of the trailer.

Notwithstanding the fact that the sides of trailers of this kind are often covered in plastics, nylon or canvas curtains the legislation dictates that a more rigid and stronger restraint is required. Without freight restraints it has been noted that the curtains have a tendency to bulge outwardly clear of the sides of the trailer thus rendering the trailer illegal.

Conventional restraints comprise metal, plastics, reinforced fibreglass or wooden gates that are located into pockets in the side coaming rails. Sometimes the restraints or gates are clipped into side posts that support the roof of the trailer to restrain them from leaning into the freight space. The restraints are spaced along the length of the trailer to provide the desired lateral restraint from displacement of the load. To load or unload the trailer it then becomes necessary to remove the restraints from the trailer and this usually requires lifting the restraints and removing them for storage, often under the trailer. The restraints are comparatively heavy and awkward to lift-and move and thus it has been \\melbfilea\home$\MCooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03

I

3 discovered that constant removal and movement of the restraints delays the loading and unloading procedure and places the operators in health and safety jeopardy. The restraints can also become misplaced, lost and damaged.

It has been proposed to pivotally secure the gate portion of the restraint to the posts to allow the gates to hinge and provide access to the freight. However, the problem then is that the gates impede the path of the forklifts that are loading and unloading the trailer.

Furthermore, there is a limit to how many gates can be pivotally secured to a post.

It is these issues that have brought about the present invention.

SUMMARY OF THE INVENTION According to the present invention there is provided a restraint gate for an open sided trailer or container having a roof and a floor, at least one side of the roof supporting an overhead rail, the gate comprising a rigid frame supported by a post, the post having an upper end adapted to be hung from and slidable along the overhead rail, a lower end of the gate being adapted to engage the trailer floor to locate the gate in a position between the trailer or container floor and the roof so that the gate acts as a restraint against lateral displacement of a load off the trailer, whereby the gate can be disengaged from the trailer floor and can be slid along the rail as a substantially planar unit towards an end of the trailer or container to provide access to load the trailer or container..

In a preferred embodiment the post is located centrally of a frame that projects on either side of the post to act as a restraint gate.

\\melbf-ile\ho e$\MCooper\Keep\Speci\Prelght Restraints -CAP.doc 21/11/03 4 Preferably, the overhead rail also supports a curtain of plastics, nylon or canvas that can slide along the length of the trailer outside the posts.

According to a further aspect of the invention there is provided a trailer having a roof, a floor and open sides, an overhead rail on at least one side of the roof, and a plurality of restraint gates, as described above, suspended from the rail and adapted to lock against the floor, the gates being displaceable along the rail, each restraint gate when locked against the floor restraining lateral displacement of freight off the side of the trailer, each gate being suspended from the rail in a manner that the gate can be detached from the floor and can pivot outwardly from the rail to facilitate overlapping stacking of the restraint gates when the gates are displaced along the rail to one end of the trailer.

According to a still further aspect of the invention there is provided a roof support and freight restraint assembly for an open sided trailer or container having a roof and a floor, at least one side of the roof supporting an overhead rail, the assembly comprising a post rigidly secured substantially centrally across a rigid frame that extends on either side of the post, an upper end of the post being pivotally secured to a roller carriage that is adapted to be suspended from and slide along the overhead rail, a lower end of the post being pivotally secured to a leg that terminates in a flange adapted to engage and lock against the trailer floor, the base of the frame being adjacent the floor and supporting spaced latches adapted to engage the floor whereby the latches and the flange define a three point attachment of the assembly to the floor whereby when the leg is parallel to the post the post supports the roof of the trailer and the frame acts as a restraint against lateral displacement \\melbfilee\home$\MCooper\Keep\speci\Preight Restraints-CAP.doc 21/11/03 5 of freight off the trailer, and to load or unload the trailer the post is pivoted away from the leg to release the flange, the latches are released from the trailer floor and the post and frame is slid as a planar unit along the rail to either end of the trailer with the pivotal relationship of the post and frame to the roller carriage allowing a number of carriages to be placed in abutting end to end contact with the frames of each assembly overlapping.

DESCRIPTION OF THE DRAWINGS Embodiments of the present invention will now be described by way of example only with reference to the accompanying drawings in which: Figure 1 is a side elevational view of a trailer illustrating freight restraints positioned spaced apart along the length of the trailer, Figure 2 is a side elevational view of the trailer in a loading configuration where the restraints have been displaced to one end of the trailer exposing the loading area, Figure 3 is a side elevational view of a restraint, Figure 4 is an end on view of overlapped restraints in the position shown in Figure 2, Figure 5 is a side elevational view of a trailer illustrating freight restraints spaced apart along the length of the trailer, the freight restraints extending down and being secured to the floor of the trailer, Figure 6 is a side elevational view of the trailer with the restraints displaced to one end of the trailer in an overlapping array, Figure 7 is an elevation view of an upper end of a post suspended from an overhead rail in a locked position, Figure 8 is a view of the post along arrow A of \\melb_files\hom$\MCooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03 6 Figure 7, Figure 9 is an elevation view of the post in an unlocked configuration, Figure 10 is a view of the post along arrow B of Figure 9, Figure 11 is an enlarged side elevational view of a restraint of the kind shown in Figure 5 and 6, Figure 12 is an enlarged view of area C illustrating the top of the post, Figure 13 is an enlarged view of area D illustrating a means of attaching the base of the restraint to the trailer floor, Figure 14 is an enlarged view of area E illustrating the means of attaching the post associated with the restraint to the trailer floor, Figure 15 is an elevational view of the base of the post viewed along the arrow A of Figure 14 in a locked configuration, Figure 16 is an elevational view of the base of the post viewed along the arrow A of Figure 14 in an unlocked configuration, Figure 17 is a side elevational view of a trailer supporting modified restraints, and Figure 18 shows the trailer with the restraints of Figure 17 displaced towards one end of the trailer.

DESCRIPTION OF THE PREFERRED

EMBODIMENT

The accompanying drawings illustrate a curtain sided trailers 10 for use in freight transport. Each trailer 10 comprises a trailer base 11 surrounded by coaming 12 and supported on a wheel structure 15. The trailer base 11 and coaming 12 constitutes the trailer floor. In the embodiments of Figures 1 and 2, the front 16 of the trailer is stepped upwardly to be coupled to the fifth wheel of a prime mover (not shown). The uncoupled trailer 10 as shown in the accompanying drawings standing \\melb_files\home$\MCooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03 7 on conventional retractable legs 20. The trailer has a closed front end 16 and a rear end 17 is closed by doors (not shown) that pivot about each rear corner. A roof structure 22 is supported along the length of the trailer by corner posts 23. A pair of longitudinal rails 27 are positioned along each side of the roof structure 22. The twin channels of each rail 27 define tracks for displacement of a flexible plastics or canvas curtain which has been removed for clarity. The rails 27 also provide support for a series of displaceable posts 30 that are suspended from the overhead rail and can be locked to engagement with the coaming 12 on the base 11 of the trailer 10 to additionally support the roof 22 of the trailer.

Where trailers of the kind described above are used to transport freight, it is usually required that there be restraints positioned along the length of the trailer to ensure against lateral displacement of the load. These restraints usually comprise gates mounted on the side coaming rails and secured by engaging a series of gate pockets on the side of the coaming rail. To facilitate loading or unloading of the trailer it is usual to remove the gates by lifting the gates clear of the pockets and stowing them away from the trailer. It is then necessary to replace the restraints after the trailer has been loaded. The reference to a curtain sided trailer throughout this document is understood to embrace a curtain sided container which is usually a trailer without wheeled support.

In the embodiments illustrated in Figures 1 to 16 the restraints comprise gate structures 40, 140 supported centrally about posts 30 that are suspended from the overhead rail 27 and thus can be slid along the length of the trailer along the rail. Each post 30 incorporates a releasable knee joint 31 and spring loaded securing means \\melbfiles\home\MCooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03 8 32 to lock the end 33 of the post to the coaming 12 of the trailer.

As shown in Figures 14 to 16, the lower end 37 of the post 30 has a leg 36 that is located within the cross section of the lower end 37 of the post 30 and is pivoted to the post at a knee joint 31. The lower end of the leg 36 terminates in a spade 33 that engages a slot in the coaming 12 to locate the post 30. The lower end 37 of the post 30 has a spring loaded latch 32 that engages the leg 36 to hold the post and leg co-axial as shown in Figures 14 and 15. In this position the post 30 supports the roof. As shown in Figure 16, release of the latch 32 allows the post 30 to pivot away from the leg 36 thus shortening the effective leg of the post 30 and allowing release of the spade 33 from the coaming 12. The post is now free to be slid along the rail 27.

As shown in Figures 7 to 12, the top of the post 30 is pivotably secured by a hinge 34 with a horizontal axis to a roller carriage assembly 35 that is supported by the rail 27. The roller carriage 35 supports a pair of spaced rollers 47, 48 that engage the overhead rail 27.

The underside of the carriage defines a planar bearing surface 39 that engages the roof when the post is in the locked operative position shown in Figures 7, 8, 14 and When the post 30 is released for displacement as shown in Figures 9, 10 and 16, the bearing surface 39 drops clear of the roof and the rollers 47, 48 support the weight of the post 30. The hinge 34 allows the post 30 as shown in Figure 9 to pivot outwardly. It is however understood that the outward movement of the post can also be achieved without hinging but by tilting the roller carriage within the confines of the roller track. Thus, as shown in Figures 2 and 4, the restraints 40 can be slid along to the end of the trailer and pivoted outwardly to overlap in a storage configuration as shown in Figure 4.

\\melb_tile8\hoie$\Mcooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03 9 It is the overhead mounting and its capacity for outward pivotal movement that allows this stacking facility.

In the embodiment of Figures 1 to 4, seven restraints 40 are equally positioned along the length of the trailer and the gates 41 of each restraint provide a sufficient barrier to prevent escape of freight laterally of the trailer. The example in Figure 2 shows how the restraints 40 can be stacked while loading or unloading the trailer. The five longer restraints 40 are displaced to one end exposing the lower deck and the two shorter restraints 40B on the upper deck can be displaced to the forward end of the deck. The versatility in moving the restraints 40 through a variety of positions along the length of the trailer provides simple and effective exposure of the trailer for loading and unloading. There is no need to lift and remove the restraints nor is there any need to store the restraints off the trailer. The simple sliding motion does not require a great deal of effort and reduces the strain and load on the backs of operators.

Once the trailer has been loaded the restraints are then slid into the position shown in Figure I, the knee joints 31 are locked into the vertical arrangement and the posts are locked into engagement with the coaming to support the roof 22 as shown in Figures 7, 8, 14 and In the first embodiment of Figures 1 to 4 the restraints 40, 40B, which are only supported by the posts can be used to restrain large but not very heavy loads such as rolls of paper. In a second embodiment shown in Figures 5, 6 and 11, the restraint gates 140 are similar to the restraints 40 described with respect to the first embodiment except that the gates extend down to the floor and support releasable latches 60, 61 that lock the base \\melbfiles\he$ \MCooper\Keep\Spei \Preight Restraints-CAP.dc 21/11/03 10 of the gate to the trailer coaming 12 on either side of the central post 30. Figure 5 shows four restraint gates 140 equally spaced along the length of the trailer operative to restrain the load of the trailer which is likely to be palletised freight that would extend from the floor of the trailer to a height slightly below the height of the gates which is preferably between 1220mm and 2550mm. The preferred elongate dimension of the gate is about 3000mm and the gates 140 are designed so that they can withstand a lateral load outward of the sides of the trailer of about half the total weight of the freight which would be on one or more pallets located inside the gates. The gates 140, due to the three point engagement with the trailer coaming, can withstand much larger loads than the restraints of the first embodiment. It is understood that the height and width of the gates would vary in dependance on the load that requires restraining.

To unload the trailer the gates 140 are unlatched from the trailer coaming and the posts 30 released as described above. They are then slid to the rear of the trailer to be stored in an overlapping configuration as shown in Figure 6. It is understood that the gates pivot outwardly as they are stored to assume an end view similar to the one shown in Figure 4. The pivotal relationship of the posts to the overhead rail support is shown in Figures 7 and 9.

A restraint gate 140 of the kind described above is illustrated in greater detail with reference to Figures 11 to 14. The restraint gate 140 comprises an elongate substantially rectangular frame 141 with slightly rounded corners 142. The frame is constructed of square hollow sections of either steel or aluminium that are welded together. The frame includes the external rectangular frame 141, a central elongate cross member 143, and six equally spaced uprights 145 welded at the cross over \\melbfiles\home$\MCoopeper\eep\peci\Freight Restraints-CAP.doc 21/I/03 11 points. The frame has a span of approximately 3m and is welded across a vertical post 30 of the kind described above. The base 146 of the frame has a central upwardly inclined portion 147 that provides an indentation in which the base of the post 30 extends. The leg 36 of the post terminates in a laterally projecting T-bar 50 that is positioned to extend at 900 to the axis of the post 30 with the post mounted centrally of the bar 50. The base 51 of the beam 50 is parallel to the base 146 of the frame 141.

As shown in Figure 11, two T-shaped spade latches 61 are pivotally secured across the base 146 of the frame 141 at a position midway between the first and second and fifth and sixth uprights 145. Each spade latch 60, 61 has a arm 64 that is pivotally secured to the frame. The arm 64 is connected to a head that comprises a lever 62 at one end and a handle 63 at the other. In the position shown in the left hand side of Figure 11, the latch 60 is in an unlocked position where the lever 62 extends into the frame and away from the trailer coaming.

To lock the latch it is pivoted to the position shown in right hand view at which the arm 64 is horizontal, the handle is vertical and the lever 62 locates in a slot in the trailer coaming. There is a small trailing taper 66 on the lever 62 to facilitate entry and escape of the latch 60. By locking the spade latch 61 as shown in the right hand view of Figure 9, the restraint gate is secured to the trailer coaming in three positions, namely at the post 30 and at the latches 60, 61, and this provides considerable resistance to any outward deflection of the gate 140 should the load on the trailer be displaced against the gate.

The post operates in the same manner as the post of the first embodiment and, as shown in Figure 12, the top of the post 30 is pivotally secured across an inverted U-shaped bracket 45 which is welded to the underside of a \\melb filea\home\MCooper\Keep\Speci\rreight Restrainta CAP.doc 21111/03 12 carriage 35 which in turn supports a pair of spaced rollers 47 48 that are adapted to run on the overhead rail (not shown). The post 30 can thus pivot about a horizontal axis away from the side of the trailer. This allows the post and gates to be slid along the length of the trailer to be stacked in an overlapping configuration as shown in Figure 6. The restraint gates can stack at either end of the trailer with the posts 30 being in a closely spaced parallel array and the frames 140 overlapping to effectively reduce the length and obstruction of the stack. The spacing of the stack of posts is determined by the distance between the post and the extreme end of the overhead roller carriage shown in Figures 11 and 12.

The locating T-bar 50 at the foot of the post is used to line up the gate in an in use position. By gripping the gate 140 it is pushed parallel against the coaming of the trailer which brings the gate into the vertical and aligned array shown in Figure 11. Suitable markings are provided on both the trailer coaming and the overhead rail to ensure that the post 30 is in the required position. When in this position it is a simple matter to pivot the spade latches 60, 61 to the locked position to secure the assembly. The knee joint and leg are then pressed into the locked elongate position of Figure 15 and the post is locked to the coaming 12 with the bearing surface of the roller carriage 39 engaging and supporting the roof and the gate operating as the restraint. The post latch 32 has a tapered lead-in 51 (Figure 16) that allows the post 30 to be slammed into the latch elongate position of Figures 14 and The gate is comparatively light and since, on release of the knee joint, it is continually supported from the overhead rail it is a simple operation to release the post 30 and latches 60, 61 and move the gate to the \\melb_files\hmeS\MCooper\Keep\Speei\Preight Restraints-CAP.doc 21/11/03 13 stored position.

Although in the preferred embodiments each gate comprises a frame integrally secured across a post to define a planar unit it is envisaged that in some circumstances the one or both sides of the frame could be hinged to the post to provide improved short term access without having to displace the post. The hinged section would however include means to lock the section to the post so that the gate again assumes the rigid planar unit which can be displaced with the post to either end of the trailer to allow loading and unloading.

Each restraint 40 essentially comprises an aluminium or steel framework 41 as shown in Figure 2 that is centrally supported about a vertical post 30 through use of welding, riveting, bolting, pinning, clipping or other means of attachment. It is however understood that the aluminium or steel frame could be replaced by plastics or even timber or fibreglass structures that serve as the restraints.

The restraints operate inside the curtain to ensure against the load causing the curtain to bulge outwardly to extend outside the sides of the trailer. The sliding action of the curtain is independent of the restraints.

In a third embodiment illustrated in Figures 17 and 18, a similar curtain sided trailer 10 is illustrated.

In this embodiment, the roof 22 of the trailer is supported by corner posts 17 and two post assemblies 30 of the kind described earlier in the specification that utilises a knee joint locking device. The post assemblies 30 do not carry restraint gates and are positioned approximately one third and two thirds along the length of a trailer 10. The restraint gates 240 of this embodiment \\Melb_files\hoMe$\MCOopcr\Keep\Speci\Freight Reutraints-CAP.doc 21/11/03 14 are substantially the same as the gates 140 of the second embodiment and are supported from the overhead rail 27 by a centrally positioned post 230 that pivots relative to a roller carriage assembly in the same manner as the earlier embodiments. The gate 240 also extends to the floor 11 of the trailer 10 and includes spaced spade latches 260, 261 that allow the restraint gate 240 to be attached to the coaming 12 of the trailer floor. However in this embodiment the lower end of the post 230 does not engage the floor and the post and gate do not act as a roof support but merely as a freight restraint.

To clear the side of the trailer 10 to load and unload the freight, the posts 30 and restraints 240 are displaced to the position shown in Figure 18 where the roller carriages of each post 30, 230 of both the post and restraints 240 are in end to end abutting contact in the overhead rail. The gates 240 pivot outwardly to the roller carriage as in the first two embodiments and can overlap as shown in Figure 18 to assume a stacked profile thereby providing ready access to load or unload the trailer- \\melb files\home$\MCooper\Keep\Speci\Freight Restraint-CAP.doc 21/Il/03

Claims

2. The restraint gate according to claim 1 wherein the frame is rigidly secured across the post that is positioned substantially centrally of the frame.
3. The restraint gate according to either claim 1 or claim 2 wherein the frame and post of the gate are substantially in the one plane.
4. The restraint gate according to any one of claims 1 to 3 wherein the frame includes vertical and horizontal cross members welded together to define an open latticework. The restraint gate according to any one of claims 1 to 4 wherein the frame is constructed of hollow sections of steel or aluminium.
6. The restraint gate according to any one of claims 1 to 5 wherein the lower surface of the frame extends to the floor of the trailer, and the frame is elongate \\melbfile\home$\MCooper\ceep\Speci\Freight Restraints-CAPdoc 21/11/03 16 longitudinally of the trailer, releasable latches being provided adjacent either end of the frame to facilitate a spaced attachment of the frame to the trailer or container floor.
7. The restraint gate according to any one of claims 1 to 6 wherein the post has a lower end adapted to engage the trailer floor whereby the post supports the roof of the trailer or container.
8. The restraint gate according to claim 7 wherein the lower end of the post comprises interfitting sections pivoted relative one to the other, the-pivotal relationship of the sections varying the effective length of the post to, in use, facilitate support of the trailer or container roof when the sections are axially aligned and sliding movement of the post when the sections are pivoted out of alignment with each other.
9. The trailer according to claim 8 wherein a spring loaded latch holds the sections parallel when the post supports the roof, release of the latch allowing the sections to pivot apart thereby effecting release of the post from the trailer floor to allow displacement of the post. The restraint gate according to any one of claims 1 to 9 wherein a roller carriage is pivotally secured to the upper end of the post, the roller carriage supporting a pair of spaced rollers arranged to run in the overhead rail.
11. The restraint gate according to any one of claims 1 to 10 wherein the post being capable of pivoting about an axis parallel to the rail.
12. A trailer having a roof, a floor and open sides, \\melbfiles\home$\MCooper\Keep\Speci\Freight Restrainta-CAP.doc 21/11/03 17 an overhead rail on at least one side of the roof, and a plurality of restraint gates, as claimed in any one of the preceding claims, suspended from the rail and adapted to lock against the floor, the gates being displaceable along the rail, each restraint gate when locked against the floor restraining lateral displacement of freight off the side of the trailer, each gate being suspended from the rail in a manner that the gate can be detached from the floor and can pivot outwardly from the rail to facilitate overlapping stacking of the restraint gates when the gates are displaced along the rail to one end of the trailer.
13. The trailer according to claim 12 wherein the base of each post supports a beam that extends transversely of the post and parallel to the trailer floor whereby the beam can be placed in parallel abutting contact with the floor to line up the restraint gate parallel with the floor and ensure correct positioning and alignment of the latches with the trailer floor.
14. A roof support and freight restraint assembly for an open sided trailer or container having a roof and a floor, at least one side of the roof supporting an overhead rail, the assembly comprising a post rigidly secured substantially centrally across a rigid frame that extends on either side of the post, an upper end of the post being pivotally secured to a roller carriage that is adapted to be suspended from and slide along the overhead rail, a lower end of the post being pivotally secured to a leg that terminates in a flange adapted to engage and lock against the trailer floor, the base of the frame being adjacent the floor and supporting spaced latches adapted to engage the floor whereby the latches and the flange define a three point attachment of the assembly to the floor whereby when the leg is parallel to the post the post supports the roof of the trailer and the frame acts as a restraint against lateral displacement of freight off \\melbfile\home$\MCooper\Keep\Speci\Freight Restraints-CAP.doc 21/11/03 18 the trailer, and to load or unload the trailer the post is pivoted away from the leg to release the flange, the latches are released from the trailer floor and the post and frame is slid as a planar unit along the rail to either end of the trailer with the pivotal relationship of the post and frame to the roller carriage allowing a number of carriages to be placed in abutting end to end contact with the frames of each assembly overlapping.
15. A trailer substantially as described herein with reference to and as illustrated in the accompanying drawings.
16. A restraint gate as described herein with reference to and as illustrated in the accompanying drawings. Dated this 24th day of November 2003 KRUEGER TRANSPORT EQUIPMENT PTY LTD By their Patent Attorneys GRIFFITH HACK Fellows Institute of Patent and Trade Mark Attorneys of Australia \\melbfile\hme$\MCooper\Keep\Speci\Freight Restrainta-CAP.doc 21/11/03