AU2013205208A1 - Logistics container rails - Google Patents

Abstract

A track (50) is secured in the recesses (55) of a container wall via an adapter plate (56) welded therein by spaced, upturned side edges (57), the flat web being substantially parallel to and spaced from the recess floor 61. The adapter plate 57 is preconfigured with captive nuts to accept the track (50). A C-channel rail (62) accepts roller beams or decks and has a pair of spaced channel unit assemblies (64) each comprising a pair of vertically spaced location pins (65) and a mounting body (66) having a pivotal mounting portion (67) accepting a transverse pin (72) on which is pivoted a sliding body portion (70) by a pivot portion (71). The range of relative pivotal movement is limited to that scope allowing locating pins (65) to engage and disengage apertures (53) in the track (50) by a transverse pin (73) operating in a slotted hole (75) of the mounting body (66). Pivoting the C-channel about pin (72) to extract the location pins (65) from the apertures (53) enables the sliding body portion (70) to freely travel to a new vertical position on the track (50). 62 ,54 Fig 2 flc-r 50 Fig. 3 Fig. 4

Description

1 LOGISTICS CONTAINER RAILS FIELD OF THE INVENTION This invention relates to logistics container rails. This invention has particular application to a logistics container rails forming part of an ISO logistics container, 5 and for illustrative purposes the invention will be described with reference to this application. However we envisage that this invention may find use in other applications such as wall and floor installed logistics track for containers and other structures generally. 10 BACKGROUND OF THE INVENTION The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement or any form of suggestion that the referenced prior art forms part of the common general knowledge in the relevant art. 15 The potential for carriage of goods such as motor vehicles in ISO shipping containers has been recognized. However, loading densities are too low to permit stowage on the container floor only. Accordingly there have been attempts to load passenger vehicles on structures within the container. 20 One approach to loading vehicles into a truck involves securing horizontal load rails to either side wall of a truck or trailer body. Usually a series of vertical load bearing logistic tracks are installed to the vehicle body interior walls. The logistic track supports longitudinal C-rails at discrete heights and extending along the length of the truck side wall. The C-rails support roller-ended cross beams at 25 selectable heights, which in turn supports respective axles of a vehicle to be transported. The presence of the vertical logistics track impinges on the interior dimensions of the loading space. Accordingly, the system when fitted to an ISO standard 30 container may be incapable of backloading general palletized cargo stacked two wide in the container.

2

TRANS-RAK

T M is a specialised car transportation system. TRANS-RAK T M is a retractable, car transport system fitted inside an ISO container. A rectangular steel frame is suspended by 4 lift wires on mechanical winches located within the frame members, the lift wires being operable in front and rear pairs independently 5 by respective "lifting screws" adapted to be rotated by a separate rotary mechanical spanner from the rear of the frame. This enables each end of the frame to be raised and lowered and tilted to optimize the use of the container space. 10 The frame is installed semi-permanently within the container on corner "posts" in the form of a flat bar with keyhole attachment points, and are located into the standard corrugation recesses of an ISO shipping container. The bottom of the post is located behind the "toe rail" of the container bottom side rail and the top is fitted with a head piece which is bolted to welded tags located at the top rail. The 15 lift wires are each terminated at a respective head piece. In its essence, vertical load is borne by the top side rail and the post takes opposed longitudinal loads. This permits the use of a flat bar construction. The post is not a compression member bearing on the bottom side rail per se, since compression would flex the flat bar post out of the plane of the side wall. The loading of the side wall is via the 20 top rail. To support the cars longitudinally, the frame is held at each corner by a webbing strap hooked into the frame at one end and tensioned at the other end by a ratchet winch keyed into holes formed in the post. Transversely, the frame is secured by 25 the side walls of the container, and obliquely angled webbing straps keyed to the posts. When not in use, the frame is raised up on its lift wires into the ceiling recess of the container to free up the space below for general cargo. 30 In operation, a car is driven onto the frame, lashed in place, raised to the transport position, and secured by the ratchet winches. Typically, 4 cars can be transported within a 40ft hi-cube ISO container.

3 The advantages of this system is the ability to lift the frame to the top of the container for back-loading conventional cargo, and the maintenance of the full container loading width in the back loading condition. The apparatus can be used 5 with a simple (albeit powered) hand tool. Disadvantages include that the frame needs to be braced by the webbing straps from within the container and beneath the load. There must be at least two people inside and outside of the container. SUMMARY OF THE INVENTION 10 In one aspect the present invention resides broadly in a logistics panel having at least one elongate metal recess formed in a surface thereof and a logistics track formed in said recess, said logistics track including a face portion secured to the edges of the open face of said recess, an elongate slot in said face portion substantially parallel to and located between said side edges and a pair of 15 elongate webs each extending parallel to and between a respective said edge and the slot, said webs bracing said face portion against an opposed wall of said recess, said webs having a plurality of locating apertures, and a load carrier located in said channel and extending our through said slot and having engagement means selectively and positively locatable in said apertures. 20 The logistics panel may be adapted for use as a wall, floor or roof of a logistics container, a warehouse component, vehicle pantech, or the like. The panel may be roll formed or pressed in sheet metal such as steel, stainless steel or aluminium, or may be moulded from thermoset or thermoplastic reinforced 25 materials such as GRP. The logistics panel may form the wall of a shipping container such as an ISO shipping container. The logistics track may, in an ISO shipping container wall panel, take the form of a vertical logistics track. In such containers the wall panel may be formed of corrugated steel sheet of 30 trapezoidal open profile, where the recesses to both sides of the sheet are identical and symmetrically trapezoidal in section. The components of the logistics track may advantageously be formed of ferrous metal strip capable of being welded into the trapezoidal open profile recess opening to the interior of the ISO 4 container. The lower track end comprising the lower end of the face portion and/or the lower ends of the webs may bear in use on a bottom side rail member of the ISO container body. 5 The face portion may be welded to the open face of a channel or W-section forming the webs to form a substantially closed and braced, substantially trapezoidal track section adapted to be secured into the trapezoidal open profile recess of the ISO container side wall. 10 The carrier may be captive in the vertical track. The carrier may include a carrier body including selectively releasable engagement means adapted to engage the apertures in any one of a range of selected positions and a carrier lug extending through the slot in use and adapted to engage a functional element to be located on the panel wall thereby. 15 The selectively releasable engagement means may include respective opposed latch means adapted to selectively engage respective locating apertures and selected to resist disengagement under dynamic forces inducing positive and negative-G forces, lateral-G forces and combinations of these accelerations. The 20 carrier may include manual or remotely operated disengagement means which is positively actuated to release the latch means. The disengagement means may be selected to be operable to disengage the latches only in a no-load state, so that the disengagement means is essentially inoperable when a logistics load is placed on the carrier. 25 The vertical logistics track may be disposed in multiples in a container or vehicle load space. For example the vertical logistics track may be disposed in pairs with one of each pair on opposite side walls of the container or vehicle load space. The carriers may be adapted to support a respective end of a load beam 30 extending across the container or load space. The may be provided a plurality of vertical logistic tracks arranged in spaced relation along the side walls. Two or more carriers may be adapted to support a load rail such as a C-rail on the container or load space wall, enabling a roller carriage to be loading into the 5 container for multi-level loading. The C-rail may be demountable to provide a completely CKD loading system whereby the container or vehicle load space may be back loaded as a full width and height container or load space, by the virtue of the logistics track not intruding into the load space. 5 The container or vehicle load space may be provided with pull-down storage for roller load platforms. In this embodiment a high-cube container may backload as a standard sized container with the height difference occupied by elements stored and captured against the container roofline. 10 The available combinations of elements movable along the load space, elements movable across the load space and variable height disposition of load bearing structure provides for specialized configurations to be flexibly adopted. For example, for garment-on-hanger (GOH) movements such as bulk dry cleaning, 15 there may be provided a rolling beam system that can present garments external to the container rear doors enabling vertically roped garments to cross-dock when and as required. The GOH systems can also, on demand, accommodate multiple levels of conventional GOH trolleys and/or grouped garments. Multi-level GOH trolley systems are suitable for logistic loop arrangements. Typically a load/unload 20 time for a 45' 4-level van space rigged in accordance with the present invention would be about 30 min for a two-man crew. In a further aspect the present invention resides broadly in logistic rail apparatus including: 25 a pair of horizontally spaced, substantially vertical tracks, each said track having an elongate body having an axial passage formed therein, an axial slot through a wall of said body and opening into said axial passage, and a plurality of locating apertures aligned in spaced relation along said slot; and a rail assembly adjustably mounted to said pair of tracks and including a rail 30 section and a pair of spaced channel unit assemblies each comprising a locating pin secured to said rail section and adapted to engage a selected said locating aperture and sliding body portion pivotally mounted to said rail section above said 6 locating pin and having a slide portion adapted to captively slide in said axial passage and along said slot. The cargo space may be a fixed or mobile installation. The cargo space may be a 5 vehicle body. The cargo space may be an ISO shipping container. The pair of spaced tracks may be opposed by a second pair located on an opposite wall of the cargo space. By this mean the respective rails may support cross beams or deck portions having rollers engaged with the rails. 10 In a shipping container or the like, the tracks may be located in the generally trapezoidal recesses formed by the corrugated steel side walls, in order that the internal width of the container is not effectively reduced. In particular embodiments of the present invention the tracks are logistic tracks 15 logistics track such as that produced by Ancra International LLC. In these examples the track comprises an elongate aluminium-alloy body wherein the axial slot opens into the axial passage, which may be of generally delta-shaped cross section. The spaced apertures may form a substantially cylindrical recess passing from the slotted face of the body into the passage. 20 Alternatively, the track may be roll-formed steel. Aluminium alloy tracks cannot be welded into the recessed of ISO container walls. In one embodiment, an elongate steel adapter plate has a flat web bounded by a 25 pair of spaced, upturned side edges, the adapter plate being selected to be welded in to an ISO container side wall recess with the upturned side edges conforming to the recess side walls and the flat web being substantially parallel to and spaced from the recess floor. The adapter plate may be preconfigured with threaded inserts, captive nuts, or the like to enable the track to be secured by, for 30 example, metal thread fixings such as set screws, machine screws or the like. The adapted plate may be protected from deformation by the threaded portion bracing the flat web against the recess floor.

7 The rail may comprise C-channel allowing roller beams or decks to captively engage with the C-channel. C-channel generally has a substantially flat main web on which the pair of spaced channel unit assemblies may be fabricated. 5 The spaced channel unit assemblies may comprise a pair of vertically spaced location pins formed on a body that also includes the pivotal mounting, the body being welded, machine screwed or blind-fastened to the rail section. The sliding body portion may be a steel or alloy cast, forged, formed or fabricated component having the pivot portion integral therewith. The pivoting arrangement may 10 comprise a transverse pin between the pivotal mounting and the slide body. The range of relative pivotal movement may be limited to that scope allowing the locating pins to engage and disengage the apertures. For example there may be provided a transverse pin that is fixed relative to one or the other of the pivotal mounting and the slider body, and operating in a slotted hole of the other. 15 In another aspect there is provided a vehicle transport container including: an ISO container body having sheet steel corrugated side wall panels of open profile; a plurality of pairs of vertical tracks secured in respective opposed open 20 recesses of said side wall panels; a plurality of rail sections each selectively securable between two adjacent tracks on a side wall, the locations including at least one load position, and a stowed position at the top of the side wall, the rail sections selectively forming a substantially continuous load rail on the side wall; 25 a rolling load beam assembly extending between and supported on rollers for movement on respective opposed rail sections and including a pair of spaced wheel rests to support a respective vehicle axle group, and tie down means for securing a vehicle to the rolling load beam assembly while outside of the container body, the rolling load beam being movable along the respective load rails; and 30 lifting means for lifting the rolling load beam, and the vehicle secured to it, into and out of engagement with the outer end of the load rail.

8 The ISO container body may include a load-carrying steel framework consisting of four corner posts and two bottom side rails, two top side rails, bottom cross members, a front top end rail and a door header. Bottom cross members may serve as supports for the container floor. Side walls, end walls and a roof panel 5 form the environmental shell. The side and end walls and the roof are the components of a standard box container which are capable of bearing the least load. The potential wall loading depends on the construction materials used for them. Three main types of material used for the walls and roof are corrugated steel sheet, aluminium sheet reinforced with stiffening profiles, and GRP coated 10 plywood. Corrugated steel sheet provides the highest potential side wall loading strength. In steel sheet containers, a wide range of differently profiled corrugated steel sheet may be used for the outer walls. One of the most common profiles is what is 15 known as trapezoidal open profile, where the recesses to both sides of the sheet are identical and symmetrically trapezoidal in section. The recesses are oriented vertically. The upper and lower sheet edges are welded closed to the top and bottom side rails of the container to provide side walls having the best load rating of standard containers. 20 The vertical tracks may be cast, fabricated or formed from metal strip. For example the vertical track may comprise a formed flat bar or strip. The vertical track may be welded, metal thread-fixed, or bonded into the recess in the side wall. The sheer strength of the attachment of the logistics track to the side wall 25 may be supplemented by the end of the track bearing on the bottom side rail member of the container frame. The vertical track may be formed from a single piece or may be assembled from two or more pieces. For example the track may include a face portion welded to 30 the open face of a shallow channel or W-section to form a substantially closed and braced, roughly trapezoidal track section that may be secured into a trapezoidal open profile recess of the container side wall. The face portion may be configured to accept supporting means for the rail sections in at least a load position and a 9 stowed position by any suitable means. For example, the face portion may be stamped with mounting apertures. The vertical track may mount the track sections by other suitable means. There 5 may be provided a plurality of discrete mounting positions including the stowed and the at least one load position. Accordingly the vertical track may be associated with carriers adapted to be secured in the discrete positions. The vertical track may include locating apertures into which the carriers may be selectively and positively located. For example, the vertical track may include one 10 or more webs having a plurality of locating apertures into which corresponding lugs of carriers may be selectively located. The carrier may be captive in the vertical track. Preferably the engagement between the carrier and the vertical track is substantially located within the portion 15 of the vertical track that is recessed into the trapezoidal recesses of the wall. For example, a carrier may be located within the trapezoidal recess and have a mounting stud extending through a substantially continuous vertical slot provided through an outer face of the vertical track and supporting the rail section. The web forming the front face either side of the vertical slot may form the front supporting 20 surface for a respective one of a pair of spaced, vertical webs having a plurality of corresponding locating apertures with which the captive carrier may be selectively engaged. In view of the dynamic environment in which the invention must operate, it is 25 preferred that there be positive mechanical engagement between the vertical web apertures and the carrier. For example, the carrier may include respective opposed latch means adapted to selectively engage respective locating apertures and selected to resist disengagement under dynamic forces inducing positive-G, reduced-G, lateral-G, on-road acceleration, braking deceleration and combinations 30 of these accelerations. The carrier may include manual or remotely operated disengagement means which is positively actuated to release the latch means. The disengagement means may be selected to be operable to disengage the 10 latches only in a no-load state, so that the disengagement means is essentially inoperable when a vehicle is loaded on the rolling load beam assembly. Each adjacent pair of vertical tracks may support one or more rail sections. The 5 rail sections may be secured in the stowed position by engagement of the latch means with stowing apertures as per the selective location in the working positions. Alternatively the rail sections may be pinned or strapped into the stowed position. 10 The rail sections may be of any suitable profile. For example, the rail sections may be cut from cold rolled, roll formed steel C-section. Preferably the C-section has at least a lower, upward directed lip on the C-section to provide positive lateral entrapment of any roller rolling within the C-section. The innermost of the rail sections may be provided with limit stop means adapted to provide a forward limit 15 of travel of a rolling load beam assembly in the assembly of rail sections. The rail sections may be welded to the carrier. For example the carrier may comprise a fundamental round bar body mounting its latch means at one end and presenting a plain round bar end at the other. The round bar end may pass into a broached aperture located near the end of the rail section, and be fully welded in position, 20 inside and out. The rail sections may be of equal length. However, this results in many pieces being required, when most configurations of rail may be done with fewer. Accordingly, there may be provided some longer rail sections and some shorter 25 rail sections. For example, the top rail may comprise a long section at each end and, for a 40' container, 16 shorter lengths, per side. The intermediate rail, which may also serve as the lower rail where desirable, comprises 10 standard 4' lengths of rail. 30 The rolling load beam assembly may take any suitable form. In its simplest form the rolling load beam assembly forms a generally rectangular panel having a rail engaging roller in the region of each corner. In one form the rolling load beam assembly is formed as a ladder-like structure comprising spaced, elongate 11 members extending between shorter end members, the braced and intersecting corners bearing the track-engaging rollers. The rungs of the ladder like structure may form in combination the respective vehicle wheel rest. Alternatively, the rolling load beam assembly may comprise a closed solid structure such as formed 5 by a metal or reinforced polymer ladder frame covered and/or stiffened by metal, plywood or reinforced polymer skin. The rungs or closed solid structure may be slightly chevron-shaped or otherwise shaped to form a locating well at the wheel rest for the vehicle wheel to sit in for location. 10 The lifting means may form part of a vehicle or loading dock supporting a container or may be a substantially independent lifting device. The lifting means may include an electric-over-hydraulic, pneumatic or mechanical screw hoist arrangement. The lifting means may be mounted on a container carrying vehicle or trailer, skel trailer component or the like. The hoist arrangement may comprise 15 elements that are adapted to be stowed within or without the standard chassis rails of a vehicle or trailer. Alternatively, the hoist arrangement may stow across the back of the loaded container in the manner of a drop ramp or Tieman hoist. Whether mounted on a vehicle or trailer or free standing, the lifting means may comprise a scissor lift arrangement. 20 The lifting means may include roll-on track means. By this means, the lifting means may be lowered to a loading level and support at least a first rolling load beam assembly whereby the first axle group of a vehicle may be driven, towed or pushed onto the rolling load beam, and be secured thereto with straps, dogs or 25 turnbuckles. Thereafter the rolling load beam and captive axle group may be rolled forward. The next axle group may then engage the next rolling load beam assembly and be secured thereto. The roll-on track means may include a captive-roller portion wherein the roll-on 30 track is a C-section analogue of the rail sections. The roll-on track may comprise an open track portion whereby rolling load beam assemblies may be loaded on the lifting means. A plurality of rolling load beam assemblies may be preloaded onto the lifting means. A vehicle first axle group may then be rolled or driven over 12 trailing rolling load beam assemblies to engage and be secured to a first rolling load beam assembly. The vehicle may be rolled or driven forward on the lifting means whereby a trailing axle group passes over rolling load beam assemblies to engage and be secured to a second rolling load beam assembly in the sequence. 5 The forward and/or rearward ends of the roll-on track may be provided with selectively deployable stop means operable to prevent a vehicle supported on respective rolling load beam assemblies from rolling off the lifting means out of control. The stop means may be automatic in that the action of the rolling load 10 beam assembly rolling toward the end of the roll-on track may deploy the stop means. The lifting means may be lifted into register with a load rail formed by the rail portions by any suitable means. The lifting means may include roll-on tracks that 15 engage with the outer ends of the rail sections at the rear of the container to provide a substantially continuous roll-on track for the rolling load beam assemblies. For example, there may be provided mechanical latches adapted to secure the roll-on track ends to the rail section outer ends. The mechanical latches may comprise at least some elements of the stop means associated with 20 the leading ends of the roll-on tracks. The vehicle may be driven, pushed or winched onto the lifting means. The lifting means may include integrated winch means adapted to draw the vehicle onto the lifting means. A winch may also be used to move a vehicle from the lifting means 25 and into a trailer. For example, the winch cable may run through a snatch block located on the front wall of the container and pass back to the front rolling load beam assembly to which it attaches by a drop-out hook. The snatch block may be operable by pulling a release lanyard when the vehicle is located against its locating stops, to drop the cable for retrieval to the winch. The lifting means may 30 include frame members permitting the winch to be beam mounted on the lifting means so that it can be raised out of the way of subsequent insertion of rolling beam assemblies to higher rail groups. The use of a winch may also assist in 13 loading and/or unloading against gravity where a skel or other trailer carrying the container is on a slope or the container is on a sloping ground or hardstand. The method of loading a container may vary according to the size and shape of 5 the vehicle, the relative spacing and number of rail sections forming through-rails in the container, and the height of the container. In one embodiment, rail portions are prepositioned to form two pairs of opposed through-rails by releasing the carrier latch means, lowering the sections into position and reengaging the latch means. A first vehicle may be winched in to a container, for example using a 10 snatch block having a Swedish shackle connection to the bottom front rail of the container, and a drop out hook. The first positioned vehicle may then have its lower suspension points strapped or dogged down to the container floor conventionally. Alternatively the first vehicle may be rolling load beam mounted and rolled in a lower rail assembly, whereby the forward rolling load beam may be 15 located by stops, thus avoiding the need to manually tie down. The lower rail assembly may be a fixed rail assembly at floor level to complement the stowable and configurable higher rail assemblies. Preferably, there is one fixed lower rail set and two configurable higher rail sets. 20 Alternatively the first vehicle may be angled and placed in the container at the high level. Thereafter the next incoming vehicle may be located on the flat, either by rolling onto the container deck and manually tying down or by rolling onto rolling load beams and inserting these to roll on a lower set of rails. 25 A second vehicle may then be loaded. Where the first vehicle is high and inclined with its rear downward to the front of the container, the second vehicle may be inserted at floor level until the roof line is beneath the higher of the rolling load beam assemblies supporting the first vehicle. 30 Alternatively, if the first vehicle is on the flat, the lifting means may be operated to place the first rolling load beam assembly supporting the first axle group of the second vehicle into engagement with the upper pair of opposed through rails. The second axle group on its rolling load beam assembly may then be rolled into the 14 lower pair of opposed through rails to present the vehicle in an inclined attitude. The inclined vehicle may then be advanced with negligible force (if the container is level) to nest over the first vehicle. The second vehicle may then be locked into position by locking the rolling load beam assembly to the rail sections. 5 The vehicles to be shifted may be automobiles or may be light commercial vehicles, and other unpackaged vehicles such as golf carts, quad bikes, ride on lawn mowers and motorbikes, rolling chassis and bulk vehicle components and spare parts, whether or not located on pallets, which may form a platform between 10 two rolling beam assemblies. The rolling beam assemblies may be disassembled to form a pair of load beams for support of pallets. The system is designed to handle, in-transit problems created by ships and railcars being loose shunted and or rolling and yawing around in inclement 15 weather, system equipment losses, part theft and or damage potential plus the awkward load-unload procedures, not to mention the limited skill and capacity of the people handling the systems. In a further aspect the present invention resides broadly in a vehicle transport 20 container including: an ISO container body having sheet steel corrugated side wall panels of open profile; a plurality of vertical tracks recessed into respective opposed open recesses of said side wall panels; 25 a pair of opposed load rails each adjustably secured to said tracks adjacent a respective said side wall panel; a rolling load beam assembly extending between and supported on rollers for movement on respective opposed load rails and including a pair of spaced wheel rests to support a respective vehicle axle group, and tie down means for 30 securing a vehicle to the rolling load beam assembly while outside of the container body, the rolling load beam being movable along the respective load rails; and lifting means for lifting the rolling load beam, and the vehicle secured to it, into and out of engagement with the outer ends of the load rails.

15 BRIEF DESCRIPTION OF THE DRAWINGS The invention will be described with reference to the following non-limiting embodiment of the invention as illustrated in the drawings and wherein: 5 Fig. 1 is a perspective view, part cut away, of apparatus in accordance with the present invention; Fig. 2 is views of a logistic track for use in the apparatus of Fig. 1; Fig. 3 is section through the logistics track of Fig. 2; 10 Fig. 4 is a section through an ISO container wall configured in accordance with the present invention; Fig. 5 is an operational diagram of the apparatus of Fig. 1 in use; Figs. 6 and 7 are loading options of the apparatus of Fig. 1 in use; Figs 8 and 9 are plan views of a rail mounting arrangement suitable for use 15 in the apparatus of Fig. 1, in its respective operating positions; Figs 10 and 11 are end views corresponding to Figs. 8 and 9 respectively; and Figs 12 to 17 are component drawings showing the parts of the rail mounting arrangement of Figs 8 to 11; 20 In the figures there is provided a vehicle transport container including an ISO container frame (10) conventionally supporting a container floor (11) and corrugated steel side walls (12). The corrugated steel side walls (12) are of trapezoidal open profile wherein internal surface-defining inner flat portions (13) 25 are connected to external surface-defining outer flat portions (14) by sloping webs (15), to define open-faced recesses (16) of generally trapezoidal shape. In Figs. 2 and 3 there is illustrated logistic track 50 of aluminium alloy has an axial slot 51 which opens into an axial passage 52 of generally delta-shaped cross 30 section. Spaced apertures 53 each form a substantially cylindrical locating pin recess passing from the slotted face of the track 50 into the passage 52.

16 Fixings 54 secure the track 50 in the generally-trapezoidal recesses 55 formed by the corrugated steel side walls of a container, via an elongate steel adapter plate 56. The adapter plate 56 has a flat web bounded by a pair of spaced, upturned side edges 57 and welded in to the recess 55 with the side edges 57 conforming 5 to the recess side walls 60 and the flat web being substantially parallel to and spaced from the recess floor 61. The adapter plate 57 is preconfigured with captive nuts (not shown) to accept the fixings 54. A rail 62 comprises C-channel allowing roller beams or decks to captively engage 10 with the C-channel. The C-channel rail 62 has a substantially flat main web 63 on which a pair of spaced channel unit assemblies 64 may be fabricated. The adapter plate is configures to accept either one or two tracks 50. Two tracks 50 enable multiple rails 62 to be mounted in end-to-end relation. The recess 55 that is closest to the container door frame 58 for example has a single track 50, 15 whereas an intermediate recess 55 has two tracks 50. The spaced channel unit assemblies 64 comprise a pair of vertically spaced location pins 65 welded to the main web 63 and a mounting body 66 welded to the main web 63 that also includes a pivotal mounting portion 67. A sliding body 20 portion 70 has a pivot portion 71 integral therewith. The pivoting arrangement is made by a transverse pin 72 between the pivotal mounting 67 and the slide body pivot portion 71. The range of relative pivotal movement is limited to that scope allowing the locating pins 65 to engage and disengage the apertures 53 in the track 50 by a transverse pin 73 that passes through aligned apertures 74 of the 25 sliding body portion 70, and operating in a slotted hole 75 of the mounting body 66. In use, the position of the C-channel may be adjusted vertically by pivoting the C channel about pin 72 to extract the location pins 65 from the apertures 53 in the 30 track 50. This enables the sliding body portion 70 to freely travel in the passage 52. At the new location, the relative positions of the pivot pin 72 and the location pins 65 mean that gravity causes the C-channel rail assembly to pivot into engagement of the pins 65 and the apertures 53.

17 A lifting hoist (40) includes complementary rail sections (41) adapted to be brought into engagement with the outermost pair of load rail sections (31), which are provided with engagement means including anti-roll-back latches (42). 5 In use, two load beam assemblies (44, 45) are preloaded into the complementary rail sections (41). A vehicle (43) is driven on to front most preloaded beam assembly (44) so its front axle is on the support bars (34) and is tied down external of the container. The vehicle (43) is then drawn on to the rearward preloaded 10 beam assembly (45) so its rear axle is on the support bars (34) and is also tied down external of the container. The lifting hoist (40) is operated and the complementary rail sections (41) are engaged with the load rail sections (31) via the engagement means including anti-roll-back latches (42). 15 At this point, if the vehicle (43) is to be loaded on the level, both preloaded load beam assemblies (44, 45) are rolled into engagement with a continuous load rail formed by multiple load rail sections (31) in assembly, until the captive rollers (35) engage stops placed in selected load rail sections (31). On the other hand, if the vehicle (43) is to be loaded on an angle, the front most preloaded beam assembly 20 (44) is rolled into a first continuous load rail formed by multiple load rail sections (31) in assembly. The lifting hoist (40) is then repositioned in engagement with a second continuous load rail formed by multiple load rail sections (31) in assembly, either higher of lower than the first. Thereafter, the rearward preloaded beam assembly (45) is rolled into the second continuous load rail until the captive rollers 25 (35) engage stops placed in selected load rail sections (31) of the first and second continuous load rails. Apparatus in accordance with the foregoing embodiment enables standard and/or Hi-Cube 9'6" containers, to readily load or unload vehicles and other general 30 cargo, On-Truck, On-Ground and On-Dock via a multiple of differing elevating devices. The embodiment offers multi-level variable height systems, with captive pull-down elements to prevent loss and able to re-locate into the roofline or alternatively detachable elements. Containers can carry 2 or more vehicles 18 dependant on the length of the container. The invention allows the operator to load-unload vehicles without the need for staff to drive and or enter into or exit the actual vehicle as all tie-down actions occur either at the rear of the load or external to the conveying vehicle. The system allows roll in or roll out of vehicles via one 5 person always located at the rear of the load. The system allows the operator to load and unload vehicles ex standard skel Trailers at any level, street or dock, via a variety of detachable elevating platforms. The system has increased security, reduced potential for external damage and reduced potential for occupational health and safety risk issues. The system enables on-demand, direct delivery 10 from any manufacturer in the world to a suburban front door, a pre-delivered vehicle in showroom condition. In backloading, the container can accommodate all International (eg. CHEP*) pallets skids, bins and folding pallet containers (FLC's) 15 The return load capacity in terms of automotive applications includes the capacity to return-load part or full loads of unpackaged vehicle components such as gear boxes, specialist skids, panels, small transit containers and or loose cargo via the manufacturer's logistic cycle or within the container pool system. The system reduces packaging and double-handling costs. The system enables all of the 20 above same actions within standard containers -semitrailers and rigid body road vans. Vehicles can bypass specialist car/ boat autoports and transit direct to the dealers or customers located interstate local and or adjoining countries already seamlessly connected via conventional intermodal and basic standard container ships via sea rail and road network. 25 The prior art appear limited to 2 cars per 20' of container whereas the present system can load, for example, up to 6 small town cars. It will of course be realised that while the above has been given by way of 30 illustrative example of this invention, all such and other modifications and variations thereto as would be apparent to persons skilled in the art are deemed to fall within the broad scope and ambit of this invention as is set forth in the claims appended hereto.

Claims (68)

1. A logistics panel having at least one elongate metal recess formed in a surface thereof and a logistics track formed in said recess, said logistics track including a face portion secured to the edges of the open face of said recess, an elongate slot in said face portion substantially parallel to and located between said side edges and a pair of elongate webs each extending parallel to and between a respective said edge and the slot, said webs bracing said face portion against an opposed wall of said recess, said webs having a plurality of locating apertures, and a load carrier located in said channel and extending our through said slot and having engagement means selectively and positively locatable in said apertures.

2. A logistics panel according to claim 1, when used as a wall, floor or roof of a logistics container or vehicle load space and wherein the logistics track takes the form of a vertical logistics track.

3. A logistics panel according to claim 1, wherein the panel is selected from sheet metal such as steel, stainless steel or aluminium and moulded thermoset or thermoplastic reinforced materials.

4. A logistics panel according to claim 2, wherein the logistics panel forms the side wall of an ISO shipping container.

5. A logistics panel according to claim 4, wherein the wall panel is formed of corrugated steel sheet of trapezoidal open profile, where the recesses to both sides of the sheet are identical and symmetrically trapezoidal in section.

6. A logistics panel according to claim 5, wherein the face portion and webs in assembly are welded into the trapezoidal open profile recess opening to the interior of the ISO container.

7. A logistics panel according to claim 6, wherein a lower track end comprising the lower end of the face portion and/or the lower ends of the webs bear in use on a bottom side rail member of the ISO container body. 20

8. Logistic rail apparatus including: a pair of horizontally spaced, substantially vertical tracks, each said track having an elongate body having an axial passage formed therein, an axial slot through a wall of said body and opening into said axial passage, and a plurality of locating apertures aligned in spaced relation along said slot; and a rail assembly adjustably mounted to said pair of tracks and including a rail section and a pair of spaced channel unit assemblies each comprising a locating pin secured to said rail section and adapted to engage a selected said locating aperture and sliding body portion pivotally mounted to said rail section above said locating pin and having a slide portion adapted to captively slide in said axial passage and along said slot.

9. Logistic rail apparatus according to claim 8, wherein the cargo space is an ISO shipping container, the pair of spaced tracks being opposed by a second pair located on an opposite wall of the container, the respective said rails comprising C-channel allowing roller beams or decks to captively engage with the C-channel.

10. Logistic rail apparatus according to claim 9, wherein the track comprises an elongate aluminium-alloy body wherein the axial slot opens into the axial passage of generally delta-shaped cross section, and the spaced apertures are each a substantially cylindrical recess passing from the slotted face of the body into the passage, the track being located in the generally-trapezoidal recesses formed by the corrugated steel side walls of the container and attached to an elongate steel adapter plate which has a flat web bounded by a pair of spaced, upturned side edges, the adapter plate being selected to be welded in to the recess with the upturned side edges conforming to the recess side walls and the flat web being substantially parallel to and spaced from the recess floor, the adapter plate being preconfigured to enable the track to be secured thereto.

11. Logistic rail apparatus according to claim 8, wherein the spaced channel unit assemblies comprise a pair of vertically spaced said location pins formed on a body that also includes the pivotal mounting, and wherein the sliding body portion 21 is pivoted thereto by a transverse pin between the pivotal mounting and the sliding body portion.

12. Logistic rail apparatus according to claim 11, wherein the range of relative pivotal movement is limited to that scope allowing the locating pins to engage and disengage the apertures by means of a transverse pin that is fixed relative to one or the other of the pivotal mounting and the sliding body portion and operating in a slotted hole of the other of the pivotal mounting and the sliding body portion.

13. A logistics panel according to claim 2, wherein the vertical logistics track is disposed in multiples in the container or vehicle load space.

14. A logistics panel according to claim 13, wherein the vertical logistics track is disposed in pairs with one of each pair on opposite side walls of the container or vehicle load space.

15. A logistics panel according to claim 14, wherein the carriers are adapted to support a respective end of a load beam extending across the container or load space.

16. A logistics panel according to claim 14, wherein there is provided a plurality of vertical logistic tracks arranged in spaced relation along the side walls.

17. A logistics panel according to claim 16, wherein two or more carriers are adapted to support a load rail on the container or load space wall, enabling a roller carriage to be loading into the container for multi-level loading.

18. A vehicle transport container including: an ISO container body having sheet steel corrugated side wall panels of open profile; a plurality of pairs of vertical tracks secured in respective opposed open recesses of said side wall panels; a plurality of rail sections each selectively securable between two adjacent tracks on a side wall, the locations including at least one load position, and a 22 stowed position at the top of the side wall, the rail sections selectively forming a substantially continuous load rail on the side wall; a rolling load beam assembly extending between and supported on rollers for movement on respective opposed rail sections and including a pair of spaced wheel rests to support a respective vehicle axle group, and tie down means for securing a vehicle to the rolling load beam assembly while outside of the container body, the rolling load beam being movable along the respective load rails; and lifting means for lifting the rolling load beam, and the vehicle secured to it, into and out of engagement with the outer end of the load rail.

19. A vehicle transport container according to claim 18, wherein the corrugated steel sheet is of trapezoidal open profile, where the recesses to both sides of the sheet are identical and symmetrically trapezoidal in section.

20. A vehicle transport container according to claim 18, wherein the vertical tracks are formed by fabricating from metal strip.

21. A vehicle transport container according to claim 18, wherein the vertical tracks are welded into selected ones of the recesses in the side wall.

22. A vehicle transport container according to claim 18, wherein the vertical tracks have a lower track end bearing in use on a bottom side rail member of the ISO container body.

23. A vehicle transport container according to claim 18, wherein the vertical track includes a face portion welded to the open face of a channel or W-section to form a substantially closed and braced, substantially trapezoidal track section adapted to be secured into a trapezoidal open profile recess of the container side wall.

24. A vehicle transport container according to claim 18, wherein the vertical track includes a plurality of discrete mounting positions including the stowed and the at least one load position. 23

25. A vehicle transport container according to claim 24, wherein the vertical track is associated with load rail section carriers adapted to be secured in the discrete positions.

26. A vehicle transport container according to claim 25, wherein the vertical track includes locating apertures into which the carriers are be selectively and positively locatable.

27. A vehicle transport container according to claim 26, wherein the vertical track includes one or more webs having a plurality of said locating apertures into which corresponding lugs of carriers are selectively located in use.

28. A vehicle transport container according to claim 25, wherein the carrier is captive in the vertical track.

29. A vehicle transport container according to claim 25, wherein the engagement between the carrier and the vertical track is substantially located within the portion of the vertical track that is recessed into the recesses of the wall.

30. A vehicle transport container according to claim 29, wherein the carrier is located within a trapezoidal recess in a wall of trapezoidal open section and has a mounting stud extending through a substantially continuous vertical slot provided through an outer face of the vertical track and supporting the rail section.

31. A vehicle transport container according to claim 27, wherein there is positive mechanical engagement between the vertical web apertures and the carrier.

32. A vehicle transport container according to claim 31, wherein the carrier includes respective opposed latch means adapted to selectively engage respective locating apertures and selected to resist disengagement under dynamic 24 forces inducing positive-G, reduced-G, lateral-G, on-road acceleration, braking deceleration and combinations of these accelerations.

33. A vehicle transport container according to claim 32, wherein the carrier includes manual or remotely operated disengagement means which is positively actuated to release the latch means.

34. A vehicle transport container according to claim 32, wherein the disengagement means is selected to be operable to disengage the latches only in a no-load state, so that the disengagement means is essentially inoperable when a vehicle is loaded on the rolling load beam assembly and the rolling load bema assembly is supported by the load rail section.

35. A vehicle transport container according to claim 18, wherein the rail sections are cut from cold rolled, roll formed steel C-section.

36. A vehicle transport container according to claim 18, wherein the C-section has at least a lower, upward directed lip on the C-section to provide positive lateral entrapment of any roller rolling within the C-section.

37. A vehicle transport container according to claim 18, wherein the rail sections are selectively provided with limit stop means adapted to provide a limit of travel of a rolling load beam assembly in the assembly of rail sections.

38. A vehicle transport container according to claim 18, wherein the rail sections are of equal length.

39. A vehicle transport container according to claim 18, wherein the rail sections are provided in longer rail sections and shorter rail sections.

40. A vehicle transport container according to claim 18, wherein there is provided fixed lower rails extending through the container. 25

41. A vehicle transport container according to claim 18, wherein the rolling load beam assembly forms a generally rectangular panel having a rail-engaging roller in the region of each corner.

42. A vehicle transport container according to claim 41, wherein the rolling load beam assembly is formed as a ladder-like structure comprising spaced, elongate members extending between shorter end members, the braced and intersecting corners bearing the track-engaging rollers.

43. A vehicle transport container according to claim 42, wherein the rungs of the ladder like structure form in combination the respective vehicle wheel rest.

44. A vehicle transport container according to claim 43, wherein the rungs are slightly chevron-shaped or otherwise shaped to form a locating well at the wheel rest for the vehicle wheel to sit in for location.

45. A vehicle transport container according to claim 18, wherein the lifting means is selected from lifting means forming part of a vehicle or loading dock supporting a container or a substantially independent lifting device.

46. A vehicle transport container according to claim 18, wherein the lifting means includes an electric-over-hydraulic, pneumatic or mechanical screw hoist arrangement.

47. A vehicle transport container according to claim 46, wherein the hoist arrangement comprises elements that are adapted to be stowed within or without the standard chassis rails of a vehicle or trailer.

48. A vehicle transport container according to claim 18, wherein the lifting means comprises a scissor lift arrangement.

49. A vehicle transport container according to claim 18, wherein the lifting means includes roll-on track means. 26

50. A vehicle transport container according to claim 49, wherein the roll-on track means includes a captive-roller portion wherein the roll-on track is an analogue of the load rail sections.

51. A vehicle transport container according to claim 49, wherein the roll-on track is a C-section.

52. A vehicle transport container according to claim 50, wherein the roll-on track comprises an open track portion whereby rolling load beam assemblies may be loaded on the lifting means.

53. A vehicle transport container according to claim 49, wherein the forward and/or rearward ends of the roll-on track are provided with selectively deployable stop means operable to prevent a vehicle supported on respective rolling load beam assemblies from rolling off the lifting means out of control.

54. A vehicle transport container according to claim 49, wherein the roll-on tracks engage with the outer ends of the rail sections at the rear of the container to provide a substantially continuous roll-on track for the rolling load beam assemblies.

55. A vehicle transport container according to claim 49, wherein the engagement is by mechanical latches adapted to secure the roll-on track ends to the rail section outer ends.

56. A vehicle transport container according to claim 55, wherein the mechanical latches comprise at least some elements of a stop means selectively deployable stop means operable to prevent a vehicle supported on respective rolling load beam assemblies from rolling off the lifting means out of control. 27

57. A vehicle transport container according to claim 18, wherein the lifting means includes integrated winch means adapted to draw the vehicle onto the lifting means.

58. A vehicle transport container according to claim 18, wherein a winch is provided to move a vehicle from the lifting means and into the container.

59. A vehicle transport container according to claim 58, wherein the winch cable runs through a snatch block located on the front wall of the container and pass back to a front rolling load beam assembly to which it attaches by a drop-out hook, the snatch block may be operable by pulling a release lanyard when the vehicle is located against its locating stops, to drop the cable for retrieval to the winch.

60. A vehicle transport container according to claim 58, wherein the lifting means may include frame members permitting the winch to be beam mounted on the lifting means so that it can be raised out of the way of subsequent insertion of rolling beam assemblies to higher rail groups.

61. A method of transporting vehicles by container including: providing a vehicle transport container including an ISO container body having sheet steel corrugated side wall panels of open profile, a plurality of pairs of vertical tracks secured in respective opposed open recesses of said side wall panels, a plurality of rail sections each selectively securable between two adjacent tracks on a side wall, the locations including at least one load position, and a stowed position at the top of the side wall, the rail sections selectively forming a substantially continuous load rail on the side wall, and a rolling load beam assembly extending between and supported on rollers for movement on respective opposed rail sections and including a pair of spaced wheel rests to support a respective vehicle axle group, and tie down means for securing a vehicle to the rolling load beam assembly while outside of the container body, the rolling load beam being movable along the respective load rails; and lifting means for lifting 28 the rolling load beam, and the vehicle secured to it, into and out of engagement with the outer end of the load rail; prepositioning said load rail sections to form two pairs of opposed through rails by releasing selective securing means, lowering the sections into position and reengaging the selective securing means; loading a pair of said rolling load beam assemblies onto said lifting means; loading a vehicle onto said rolling load beam assemblies; tying down said vehicle to said rolling load beam assemblies; operating said lifting means into engagement with said opposed through rails; and rolling said vehicle and rolling load beam assemblies into said opposed through-rails.

62. A method of transporting vehicles by container according to claim 61, wherein a first vehicle is loaded onto the floor of the container and tied down conventionally before the lifted vehicle is inserted according to the method.

63. A method of transporting vehicles by container according to claim 61, wherein a first vehicle loaded is rolling load beam mounted and rolled into a lower rail assembly, whereby the forward rolling load beam may be located by stops at the inner end portion of the lower load rail.

64. A method of transporting vehicles by container according to claim 63, wherein the lower rail assembly is a fixed rail assembly at floor level to complement the stowable and configurable higher rail assemblies.

65. A method of transporting vehicles by container according to claim 64, wherein there is one fixed lower rail set and two configurable higher rail sets per container side.

66. A method of transporting vehicles by container according to claim 61, wherein a first vehicle is angled and placed in the container at a high level by lifting and engaging a front said load beam assembly to a first said opposed through- 29 rails, and adjusting the lifting means to engage a rear said load beam assembly to a second said opposed through-rails.

67. A method of transporting vehicles by container according to claim 66, wherein a first vehicle is high and inclined with its rear downward to the front of the container, and wherein a second vehicle is inserted at floor level until the roof line is beneath the higher of the rolling load beam assemblies supporting the first vehicle.

68. A vehicle transport container including: an ISO container body having sheet steel corrugated side wall panels of open profile; a plurality of vertical tracks recessed into respective opposed open recesses of said side wall panels; a pair of opposed load rails each adjustably secured to said tracks adjacent a respective said side wall panel; a rolling load beam assembly extending between and supported on rollers for movement on respective opposed load rails and including a pair of spaced wheel rests to support a respective vehicle axle group, and tie down means for securing a vehicle to the rolling load beam assembly while outside of the container body, the rolling load beam being movable along the respective load rails; and lifting means for lifting the rolling load beam, and the vehicle secured to it, into and out of engagement with the outer ends of the load rails.