AU2015200647B2 - A curtain tensioning control system for a curtain sided vehicle - Google Patents

Abstract

Abstract A tensioning control system for a curtain sided vehicle, includes a plurality of tensioning devices mountable in series in relation to the deck of the body of the vehicle. Each tensioning device has at least one engager member movable between a first position and a second position such that movement from the first position towards the second position enables each engager member to engage a respective engageable member of the curtain to vertically tension the curtain and, movement of each engager member from the second position towards the first position enables each engager member to release engagement with the engageable member. Each tensioning device has an actuator operable in response a supply of pressurised fluid, for moving the engager member at least to the second position. The control system includes a control arrangement by which pressurised fluid is supplied to each tensioning device in an arranged order in which, in turn, the actuators are pressurised sequentially. s1as 3\ ) -- --- -4 -&'~

Description

A CurtainTensioning Control System for a Curtain Sided Vehicle

Technical Field [0001] This invention relates to a curtain sided vehicle, such as a truck or trailer, having a side curtain such as a side curtain providing or adapted to provide load restraint, and to a tensioning control system for securing the lower edge of such a vehicle

Background of Invention [0002] One type of curtain sided vehicle, such as a truck or trailer, typically has a body defined by a deck, on which a load is able to be transported, by front and rear end walls each support on and extending upwardly from a respective end of deck, and by a roof extending between and supported on the end walls. The body of a vehicle of that one type is completed by respective longitudinal sides of which at least one is a side curtain able to be adjusted to close or enable access to a cargo carrying space is defined within the body. Such side curtain is retained along a top edge of the curtain by roller assemblies engaged on a rail system extending along a side of the roof of the body. The arrangement with the vehicle of the one type is such that the curtain can be drawn so as to extend between the end walls and tensioned longitudinally, and thereby close one side of the cargo space or, with release of longitudinal tension, drawn to or towards either end wall to enable access to the cargo space for loading or unloading the body. Also, the side curtain has a respective engageable member at each of a number of locations along a lower margin by which the curtain is adapted to be secured, when horizontally tensioned, so as to be vertically tensioned or at least held in relation to the adjacent side of the deck.

[0003] In a long established arrangement still in wide use, side curtains are vertically tensioned by means of engageable members comprising hooks or similar devices. Typically each hook is at the lower end of a respective flexible but relatively inextensible, curtain-strengthening strap that is attached at its upper end to a respective roller assembly. A respective buckle is provided at the end of each strap and has a body portion secured to the strap and, hence to the curtain, while each

2015200647 10 Feb 2015 hook is attached to an adjustable portion of a respective buckle by a relatively short connecting-strap that may be extensible to a small degree. The arrangement generally is such that by manually undoing or doing up each buckle in turn, by pivoting the adjustable portion downwardly or upwardly relative to the body portion, each hook can be lowered or raised, respectively, as required to vertical tensioning of the curtain by engagement with a structure of the vehicle deck, such as a coaming rail, or to release the tension to enable the curtain to be drawn along the vehicle body. As there can be about 22 or more hooks and buckles along each side or a vehicle, such as a truck or trailer, this manual operation is time consuming and, in poor weather conditions, it can be dangerous.

[0004] Regulations currently governing the transportation of cargo by road vehicles in Australian States set stringent minimum requirements for load restraint. Where a side curtain of a curtain sided vehicle is to provide restraint against lateral movement of cargo in transit, the side curtain is required to be able to comply with test conditions related to a particular cargo load, setting a maximum allowable outward deflection of the curtain of 100 mm. These conditions are unable to be satisfied by the curtain-strengthening straps described above. In order to be both flexible to be able to be drawn as a curtain along the vehicle body, and also to comply with the maximum deflection load restraint requirement, one practice adopted is to provide the curtain at each of a number of longitudinally spaced locations with a respective upwardly extending, elongate reinforcing member in the form of a reinforcing batten or slat, such that the reinforcing members enable compliance with the side restraint requirement. Each reinforcing member may be secured in relation to the curtain in any suitable manner. For example, if of a suitable material, the reinforcing members may be welded or adhesively bonded to the curtain.

Alternatively, each reinforcing member may be located in a respective sleeve secured on or defined by the curtain.

[0005] Each reinforcing member usually is secured at its upper end to a respective roller assembly. Also each of the engageable members, by which the lower margin of the curtain can be secured, is connected to the lower end of a respective reinforcing member so that the reinforcing members are secured in relation to the adjacent side of the deck of the vehicle body. It is with the upper and lower ends of each reinforcing member so secured that the reinforcing member is to provide

2015200647 10 Feb 2015 compliance with the load restraint requirement. Thus, while the member may be relatively rigid, it alternatively may be quite flexible so as to be readily bendable prior to installation. However, in either case, the reinforcing member needs to be relatively inextensible, so that with their ends secured, they are able to provide the required load restraint compliance. The reinforcing members are made of a number of suitable materials, such as in the form of battens or slats of metal such as steel or, as is preferred for weight saving, of suitable plastics materials, preferably fibre reinforced plastics materials. One form of reinforcing member is formed of fibre-reinforced plastics material, such as fibreglass reinforced plastics material, formed into reinforcing members by pultrusion.

[0006] The present invention seeks to provide a tensioning control system for a curtain sided vehicle, such as a truck or trailer, of the one type described above, having at least one side curtain, with the side curtain, in at least some embodiments of the invention, provided at each of a number of longitudinally spaced locations with a respective upwardly extending, elongate reinforcing member providing load restraint, such as to enable compliance with load restraint regulations. The present invention also seeks to provide a curtain sided vehicle having such tensioning control system for securing the lower margin at least in relation to the adjacent side of the deck.

Summary of Invention [0007] The invention provides a tensioning control system for a curtain sided vehicle, such as a truck or trailer, of the one type described above, and such curtain sided vehicle provided with such tensioning control system. A side curtain at a side of the body of the vehicle has at each of a number of locations along a lower edge margin of the curtain a respective engageable member, such as a hook, by which the curtain can be engaged to enable the curtain to be vertically tensioned or at least held in relation to, such as against, the adjacent side of the body. The tensioning control system for the vehicle enables the engageable members to be engaged so that the curtain can be vertically tensioned or at least held in relation to the adjacent side of the deck.

2015200647 21 Dec 2018 [0008] The tensioning control system includes a plurality of tensioning devices mountable in series in relation to the deck of the body of the vehicle, at or adjacent to the side of the deck at which curtain is provided. Each of the tensioning devices has at least one engager member movable between a first position and a second position such that, with the devices so mounted, movement of each engager member from the first position towards the second position enables each engager member to engage a respective engageable member of the curtain to vertically tension the curtain or at least hold the curtain in relation to the adjacent side of the deck of the body and, movement of each engager member from the second position towards the first position enables each engager member to release and move out of engagement with the respective engageable member. Each tensioning device includes an actuator operable in response a supply of pressurised fluid, for moving the engager member at least to the second position, and the control system includes a control arrangement by which a supply of pressurised fluid is supplied to the actuator of each tensioning device controlled in an arranged order in which, in turn, at least one actuator is pressurised to a required level for moving the engager member of the at least one actuator to the second position, following which at least one further actuator is similarly pressurised, and then at least one other actuator is similarly pressurised, and so on until all actuators have been similarly pressurised.

[0009] Each engager member, when in the first position, may project more laterally outwardly with respect to the adjacent side of the deck, such as substantially horizontally. When in the second position, each engager member may project more downwardly with respect to the adjacent side of the deck in the second position.

[0010] The control system may be operable to sequentially pressurise each actuator in turn in a chosen order, such as starting from one end of the series. However, other arrangements are possible. Thus, the system may be operable to pressurise successive pairs of actuators in turn in a chosen order, such as starting from one end of the series. Alternatively, the pressurisation may start simultaneously from each end of the series and progress to at least one actuator at the centre of the series, or it may start with at least one actuator at the centre of the series and progress to the respective ends, such as in turn or simultaneously.

2015200647 10 Feb 2015 [0011] The control system provides an operator with significantly improved control in vertically tensioning a side curtain, compared with known automated systems that are intended to operate by simultaneously pressurising or otherwise activating all actuators. Under quiescent conditions those known systems can operate satisfactorily since, under those conditions, the side curtain can hang as required for vertical tensioning. However, with the side curtain of a trailer that is tilted sideways on a surface that slopes to one side, the side curtain at the lower side of the trailer will hang too far from the deck at that side, thereby preventing the engager members from engaging with the engageable members, while problems also can arise with a side curtain at the high side of the trailer. Also, windy conditions frequently are encountered and such conditions can make it impossible for a person operating alone to secure and vertically tension the side curtain. In each case the operator needs the assistance of others available to hold the side curtain in place while it is being tensioned. However, in each of these situations when using the control system of the present invention, the operator is able to move along the side of the trailer after initiating pressurised fluid supply to at least one actuator, and easily ensure the side curtain is positioned correctly relative to successive actuators about to be pressurised.

[0012] A further problem with the known automated systems arises if an attempt to vertically tension a side curtain is only partially successful. This is because the control systems operate either to release the side curtain as a whole, or to attempt to tension the full length of the side curtain in a single action involving all actuators. Thus, with only a partially successful attempt at tensioning the curtain, it usually is necessary to release the side curtain along its full length before trying at least once more to attain tensioning along the full length of the side curtain. Thus, the use of side curtains of the so-called buckle-less type can be quite problematic, particularly for an operator acting alone in windy conditions. The control arrangement of the tensioning control system of the invention can enable these issues to be avoided by including a facility enabling any individual actuator that fails to assist in vertically tensioning of the side curtain to be de-pressurised and then re-pressurised to achieve full vertical tensioning of the side curtain.

2015200647 10 Feb 2015 [0013] The control arrangement of the tensioning control system can take a variety of different forms. Operation of the control arrangement typically will be from a control panel conveniently positioned for access by an operator. The arrangement may include a conduit extending along the side of the vehicle for the supply of pressurised fluid to the actuator of each tensioning device in the required order. In a fluid flow-line defined by the conduit, there may be a plurality of flow control devices each of which in turn limits or prevents fluid flow beyond at least one actuator until the at least one actuator has completed movement of the respective engager members from one to the other of the first and second positions. In this regard the actuators may be double acting, although it is preferable that they be single action so as to achieve fluid drive to extend or retract to move the engager members from the first to the second position. That is, in that preferred single-acting form, the actuators extend or retract in order to apply vertical tension to the side curtain, with release of that tension due to the engager members moving from the second position to the first position being achieved by other drive, such as a return spring of each actuator.

[0014] Assuming that the tensioning control system is installed and setup for actuating each actuator in turn, from one end of the system or series of the plurality of tensioning devices, from one to the other end of a vehicle body, the actuators of the tensioning devices may be arranged in parallel in a pressurised fluid flow-line. The flow of fluid along the flow-line from the first actuator to the second actuator, and thereafter in turn to each subsequent actuator, may be controlled by a respective pneumatic control device, such as check valve with a differential exhaust, or a sequence valve, such as a sequence valve having an external drain and incorporating a bypass check valve. Thus, until completion of actuation of the actuator for the first tensioning device, that is, until system pressure reaches a setting pressure, the pneumatic control device for the actuator of the second device restricts or prevents fluid flow to its actuator. Upon that completion, that is, once the pneumatic control device for the second device attains the setting pressure, the pneumatic control device enables actuation of the actuator of the second device, and so until the actuators of all devices have been actuated. The actuators may be extendible or retractable for moving the engager members to the second positions for side curtain tensioning, while the differential exhaust or bypass valve associated with each differential control device enables the release of fluid pressure for retraction or

2015200647 10 Feb 2015 extension, respectively, of each actuator, such as by return spring pressure to enable movement of the engager members to the first positions and release of vertical side curtain tension.

[0015] The differential exhaust or bypass valves associated with the pneumatic control device may be operable in unison, to enable all engager members to release simultaneously from the respective engageable members of the side curtain. However, particularly with use of one-way sequence valves, the bypass valves may be such that they can be operated simultaneously or individually. Thus, in the event that the engager members of one tensioning device fail to engage the respective engageable members of the curtain in operation of the tensioning control system for vertically tensioning the curtain, the bypass valve for the actuator of the one tensioning can be actuated to release fluid pressure from that actuator. After the engager members of the one tensioning device have returned to the first position, fluid pressure can be reapplied to the actuator of that device to enable the engager members to engage the respective engageable members of the curtain, if necessary with the operator providing manual assistance to position the side curtain correctly.

[0016] Each engageable member may be provided adjacent to the lower end of a respective upwardly extending reinforcing member of the curtain. Each reinforcing member may be a flexible strengthening strip or band, like the curtain- strengthening straps described above, that is secured in relation to the curtain to protect the curtain from forces applied to the curtain in being vertically tensioned or due to movement of cargo. Thus, the curtain may be provided with reinforcing members comprising woven straps. Alternatively each reinforcing member may be a batten that is substantially inextensible in tension and which, when longitudinally tensioned, is able to provide load restraint complying with the load restraint regulations mentioned above. With each type of reinforcing member, each engageable member preferably is secured to a respective reinforcing member to enable forces generated in vertically tensioning of the curtain to act through the reinforcing member, rather than the material of the curtain. Thus, the upper end of each reinforcing member preferably is attached to a respective roller assembly by which the curtain is supported so as to hang from the rail extending along the side of the roof of the vehicle body. A respective engageable member preferably is attached to the side curtain at or adjacent to the lower end of each reinforcing member. The arrangement is such that

2015200647 10 Feb 2015 when the curtain is vertically tensioned, resultant forces applied to the curtain are carried by the roof and, by provision of a number of longitudinally spaced support posts between the deck and the roof, the forces also are carried by the deck and, hence a chassis on which the body of the vehicle supported.

[0017] Each of the engageable members may be a device in the form of a hook, loop or other form device with which an engager portion of the engager member can cooperate. The arrangement is such as to enable each engager member to move into and out of engagement with a respective engageable member, adjacent to or even below the lower edge of the curtain, as the engager member is moved towards the second and towards the first position, respectively.

[0018] The tensioning device may be of a wide variety of forms. Thus, the tensioning device may be in accordance with our co-pending application filed simultaneously with the present application under the title “A Tensioning Device for a Curtain Sided Vehicle” and Attorneys reference IRN 984681. Alternatively, the tensioning device may be in accordance with our Australian patent AU2008251030, or in various other known systems, such as that disclosed in Australian patent AU2006216104, or a version of the arrangement of either of European patent documents EP1145902 and 1254801 when utilising actuation by pneumatic drive. The actuator can be of any suitable form able to impart rotational movement to the engager member through the linkage system. Thus, the actuator may be one operable to provide reversible movement in opposite directions extending laterally with respect to the side of the deck, such as with somewhat linear output, with the linkage system converting the output to rotary motion. The actuator may comprise a pneumatically or pneumatically operated rack and pinion form, with the rack reversibly slide-able laterally with respect to the deck of the vehicle body, by a pinion gear reversibly rotatable on a fixed axis such as an axis extending longitudinally with respect to the deck. Alternatively, the actuator may be pneumatic actuator, such as of the type used in truck and trailer brake booster systems, or a pneumatic equivalent of such system. Thus, the pneumatic or pneumatic actuator may have a housing partitioned by a resilient diaphragm into two chambers, with a first chamber able to be pressurised by pressurised fluid to advance, through an opening of the housing from the second chamber, a shaft attached to the diaphragm in the second chamber, against the action of a spring in the second chamber. The pneumatic or pneumatic

2015200647 10 Feb 2015 actuator preferably is mounted so that the shaft able to move in one or other of opposite directions, laterally with respect to the deck of the vehicle body, as pneumatic pressure is applied or released. In a further alternative, the actuator may be in the form of a pneumatically or pneumatically piston and cylinder device of a double acting form or of a single acting form retractable under the action of a return spring.

[0019] The tensioning device preferably is in accordance with our simultaneously filed application identified above and, while other forms can be used, description in the following is in relation to that preferred device. In that preferred form, the engager member is in the form of a shaft having engager portions spaced along the shaft, with the spacer portions projecting laterally from the shaft in a common direction. Each engager portion may be in the form of a tongue, tab, finger or hook that projects laterally from the main extent of the shaft. The preferred engager member is mounted adjacent to the side of the deck of the vehicle body, with its axis of rotation extending longitudinally with respect to the body, such as substantially parallel to the side of the deck. The engager member preferably has at least two engager portions, spaced along the length of the shaft. With the engager portions in the first position, they project laterally outwardly with respect to the side of the deck such as horizontally or within about plus or minus 5°from horizontal. In any event, the engager portions when in the first position are out of engagement with respective engageable members of the curtain so that the engager portions do not impede the curtain being drawn longitudinally with respect to the vehicle body.

[0020] The actuator can be of any suitable pneumatically or pneumatically driven form able to impart movement, such as rotational movement, to the engager member through the linkage system. The actuator may be one operable to provide reversible movement in opposite directions extending laterally with respect to the side of the deck, such as with somewhat linear output, with the linkage system converting the output to rotary motion. The actuator may be of a rack and pinion form, with the rack reversibly slide-able laterally with respect to the deck of the vehicle body, by a pinion gear reversibly rotatable on a fixed axis such as an axis extending longitudinally with respect to the deck. Alternatively, the actuator may be pneumatic actuator, such as of the type used in truck and trailer brake booster systems. Thus, the pneumatic actuator may have a housing partitioned by a resilient diaphragm into two chambers,

2015200647 10 Feb 2015 with a first chamber able to be pressurised by pneumatic liquid to advance, through an opening of the housing from the second chamber, a shaft attached to the diaphragm in the second chamber, against the action of a spring in the second chamber. The pneumatic actuator is mounted so that the shaft able to move in one or other of opposite directions, laterally with respect to the deck of the vehicle body, as pneumatic pressure is applied or released.

[0021] The linkage system can be of a number of different forms. In one convenient arrangement, the linkage system has a hub mounted for rotation on an axis extending longitudinally with respect to the deck of the vehicle body, with the hub having respective arms by which it is connected to the actuator and to the engager member. In that arrangement, one of the arms is pivotally connected to the actuator, while a link is pivotally connected to the other arm and extends from the hub, in a direction away from the actuator, for connection to the engager member. The connection to the engager member is by a pivotal connection between the end of the link remote from the hub and an arm project from the engager member. In one convenient arrangement for the tension device, when installed in relation to the deck of a curtain sided vehicle, the link of the linkage system extends through an opening formed in a flange of the coaming rail of the vehicle deck to its connection with the engager member. The flange of the coaming rail preferably comprised a web extending between upper and lower horizontally disposed flanges of the coaming rail, with the coaming rail having, for example, a C-shape or Z-shape in end elevation.

[0022] For a coaming rail of C-shape in end elevation, the engager member may be mountable within a laterally open channel defined by the coaming rail, and rotatable on an axis extending within the channel, longitudinally with respect to the coaming rail. The channel preferably opens outwardly so that, with the engager member mountable within the channel defined by the coaming rail, the engager portions project outwardly beyond the top flange of the coaming rail when in their first position and downwardly in spaced relation to the web when in their second position.

[0023] With a coaming rail of Z-shape in end elevation, the top flange of the rail preferably extends laterally outwardly from the web. At each of successive locations along the rail at which a engager portion is to be located, the top flange may have a respective one of a plurality of longitudinally spaced, depending flange sections.

2015200647 10 Feb 2015

Each flange section preferably extends downwardly from the laterally outer edge of the top flange, so that each depending flange section, the top flange and the web of the rail together form a respective downwardly open channel section. The arrangement preferably is such that the engager member is mountable with successive channel sections, with each engager portion located between respective successive flange portions, to project outwardly beyond the flange portions when in their first position and downwardly between successive channel sections when in their second position.

[0024] With a coaming rail of Z-shape in end elevation, each downwardly open channel section may be closed, below a level at which an engager member is able to be mounted, by a respective elongate fitting that is attached to the rail. Each fitting may fit into the mouth of the respective channel section, between the lower edge of the respective flange section and the web, so as to brace the flange section against damage from relatively low order unintended impacts such as from the tynes of forklift loaders. For this purpose, the fittings may be of an energy absorbing material, such as an engineering plastics material, for example Nylon, high-density polyolefin, or such as a suitable high hardness rubber, such as a synthetic rubber.

[0025] The tensioning device preferably is mountable below the upper surface of the deck of the vehicle body, such as by being mounted against the underside of support structure of the deck. As indicated, the engager member is mounted adjacent to the side of the deck. The arrangement is such the actuator is mounted under the deck at a location spaced form that side of the deck adjacent to which the engager member is mounted. Most conveniently the actuator and the linkage system act along a line that extends laterally towards, and with respect to, that side of the deck, such as substantially perpendicularly with respect to that side. The actuator may be secured to the support structure of the deck such as by connectors of the actuator being secured to a depending plate attached to the support structure. As an actuator comprising a pneumatic brake booster typically has a relatively large diameter, the actuator may be disposed so that its line of action is inclined upwardly towards the side of the deck adjacent which the engager member is mounted, such as at an angle of from about 3°to 7°. The hub of the linkage sys tern may be journalled in bearings carried by depending flanges of a sub-frame secured to the support structure of the

2015200647 10 Feb 2015 deck. Each bearing may be fitted in a plate secured over on opening in the respective depending flange, for ease of installation and repair.

[0026] As indicated, the tensioning devices may simply hold the curtain in relation to the adjacent side of the deck. The arrangement may be such that little if any vertical tension is applied to the curtain, such as with simply holding of the curtain by the devices only causing tensioning as a result of wind forces acting on the curtain during road travel at usual speeds. However, it is preferred the tensioning devices do apply vertical tension to the curtain such that the curtain will remain substantially flat during normal operating and wind conditions

Brief Description of Drawings [0027] In order that the invention may more readily be understood, description now is directed to the accompanying drawings, in which:

[0028] Figure 1 is a side elevation of a tensioning device for use with a curtain sided vehicle, such as a truck or trailer, of the one type of vehicle described above;

[0029] Figure 2 shows detail A of Figure 1, on a scale enlarged by a factor of 2.5 relative to the scale of Figure 1;

[0030] Figure 3 is a perspective view of the tensioning device of Figure 1;

[0031] Figure 4 is a side elevation of the tensioning device of Figure;

[0032] Figure 5 is a sectional view taken on line B - B of Figure but shown in a larger scale increased by a factor of 2.5 relative to the scale for Figure 1;

[0033] Figure 6 is a perspective view of a component of the tensioning system of Figure 1;

[0034] Figure 7 is a perspective view of a further component of the tensioning system of Figure 1;

[0035] Figure 8 is a side elevation showing part of the tensioning system of Figure 1 in a first condition;

2015200647 10 Feb 2015 [0036] Figure 9 corresponds to Figure 8, but shows the system in a second condition;

[0037] Figure 10 corresponds to Figures 8 and 9, but shows the system as arrested in the course of changing from the condition of Figure 8 to that of Figure 9;

[0038] Figure 11 shows a first pneumatic system for use in the present invention; and [0039] Figure 12 shows a second pneumatic system for use in the invention.

Detailed Description of the Drawings [0040] Figures 1,3 and 4 show a tensioning device 10 according to the invention. In each of Figures 1,3 and 4, the device 10 is shown in an in-use orientation, as if the device was installed in relation to the deck (not shown) of the body of a curtain sided vehicle (also not shown). In Figure 3, device 10 is seen as if visible down through the deck. In each of Figures 1,3 and 4, no detail of the vehicle is shown, except for one section of a coaming rail 12 for one side of the vehicle. In the example shown, coaming rail 12 is a C-section rail and has top flange 12a and a bottom flange 12b that are joined by a web 12c. As viewed in Figure 4, the coaming rail 12 is shown as if it extends along the nearer side of the vehicle. Thus, the rail 12 thus defines a channel 12d that opens laterally outwardly and, assuming a similar rail 12 along each side of the deck of the vehicle, the channels 12d of opposite rails 12 open away from each other.

[0041] The tensioning device 10 includes an engager member 14, an actuator 16, and a linkage system 18 by which actuator 16 is connected to engager member 14. As indicated, the device 10 is shown in Figures 1,3 and 4 in an in-use orientation and, while only a part of the length of coaming rail 12 is shown, the engager member 14 is shown in its in-use relationship with rail 12.

[0042] The engager member 14 is of unitary form, due to its components being secured together, such as by welding or by suitable fasteners. The member 14 is housed within the channel 12d of coaming rail 12 and includes an elongate shaft 20

2015200647 10 Feb 2015 of uniform circular cross-section along its length and three engager portions (or tongues) 22 spaced uniformly along the length of shaft 20. Each of the engager portions 22 includes a rectangular plate part 22a that projects edge-wise from shaft 20 and, along a side of part 22a spaced from but parallel with bar 20, a respective bead 22b of circular cross-section. The three portions are of similar form and project from shaft 20 so that the beads 22b have coincident centre-lines.

[0043] The engager member 14 is retained in channel 12c of coaming rail 12 by a number of retainer brackets 24, each within channel 12d of rail 12. A respective bracket 24 is positioned to each side of the central engager portion 22, while a respective further bracket 24 is provided at each end of shaft 20, adjacent to a respective member 22. A seen most clearly in Figure 2, each bracket 24 is shaped to provide an upper part 24a that is offset from, but parallel to, a lower part 24b, with the parts 24a, 24b joined by an intermediate, step-part 24c. The brackets 24 are secured within channel 12d with the lower part 24b of each bracket 24 against and secured to web 22c of rail by bolts 26, and so that parts 24a and 24c of the bracket 24 enclosed with rail an opening through which shaft 20 extends and in which shaft 20 is held captive. The arrangement is such the engager member 14 is able to rotate reversibly on the central, longitudinal axis of shaft 20, with variation in the inclination of engager portions 22, as described more fully below.

[0044] The actuator 16, in the arrangement illustrated, is in the form of a pneumatic booster for a vehicle, but is used solely as a component of the tensioning device 10. The actuator 16 has a hollow housing 28 that is somewhat cylindrical and is internally partitioned by a transverse flexible diaphragm (not shown) to provide front and rear chambers (neither if which is shown). A shaft 32 projects from the front chamber and, within housing 28, shaft 32 is connected to the diaphragm. The rear chamber can be pressurised and depressurised by the supply and release of pneumatic liquid passing through coupling 30, when coupling 30 is connected to a source of such liquid, to advance and retract shaft 32 relative to housing 28. A strong return spring (not shown) in the front chamber acts on the diaphragm to bias the diaphragm to return shaft 32 to the retracted position. The arrangement is such that the shaft 32 can be advanced and retracted longitudinally, as required, by a control system (not shown) by which liquid pressure in the rear chamber of housing 28 is regulated.

2015200647 10 Feb 2015 [0045] The linkage system 18 is mounted between the engager member 14 and actuator 16 by being connected to support structure of the vehicle deck. The system has a sub-frame 34 by which system 18 is connectable to the support structure of the deck. The sub-frame 34 is shown in Figure 3, but omitted from Figure 1 for clarity of illustration of other components of system 18. Sub-frame 34 has a parallel pair of depending flanges 34a and webs 34b integral with flanges 34a, while sub-frame 34 is connected to the deck support structure by fasteners applied through webs 34b. The sub-frame 34 also is shown in Figure 6 from which it can be seen that each flange 34a has a downwardly open bight 34c.

[0046] The linkage system 18 further includes a cylindrical hub 36. Each end section 36a of hub 36 is of reduced diameter and is journalled in a respective bearing plate 38. Also, each plate 38 is bolted to a respective flange 34a of sub-frame 34, over the respective bight 34c. The mounting of hub 36 in sub-frame 34, and the connection of sub-frame 34 to support structure of the vehicle deck is such that hub 36 is rotatable on an axis parallel to the axis of rotation of shaft 20 of engager member 14. As seen most clearly in Figure 7, hub 36 has a plurality of flat arms 40a, 40b and 40c, each extending outwardly from the axis of hub 36 in planes perpendicular to that axis. The arms 40a, 40b and 40c extend from hub 36 at axially spaced locations that preferably are substantially uniformly spaced. Arms 40a and 40b are longer than arm 40c and, at their outer ends, arms 40a and 40b have aligned holes 42 and 43. Also, arm 40b is of triangular form so that, in addition to being opposed to arm 40a, arm 40b has a mid-section that is opposed to arm 40c. The outer end of arm 40c has a hole 44, while the mid-section of arm 40b has a hole 45 that is aligned with hole 44 of arm 40c. The arrangement is such that the centres of aligned holes 42 and 43 of arms 40a and 40b are angularly offset around the axis of hub 36, from the aligned holes 44 and 45 arm 40c and arm 40b, by a relatively small angle of, for example, 25°to 35°, such as about 30 °.

[0047] The arms 40c and 40b are pivotally connected, by a pin 46 extending through the holes 44 and 45, to one end of a turnbuckle connector 48 received between arms 40c and 40b, while the other end of connector 48 is secured to the outer end of shaft 32 of actuator 16. The arrangement is such that, as shaft 32 is advanced or retracted endwise from or into housing 28 of actuator 16, hub 36 is rotated on its axis. Also, the arms 40a and 40b are pivotally connected, by a pin 47

2015200647 10 Feb 2015 extending through aligned holes 42 and 43, to one end of an elongate link 50 received between the arms 40a and 40b, with the other end of link 50 pivotally connected to the engager member 14. The connection of link 50 to member 14 is by pivotal connection of the end of link member remote from hub 36 to the outer end of an opposed pair of arms 52 that are connected to a mid-region of shaft 20 and project from shaft 20 so as to be angularly offset around the axis of shaft 20 from the central engager portion 22. The ends of arms 52 remote from shaft 20, and an end part of link 50 between the arms 52, have aligned holes (not shown) and a pin 53 is inserted through the holes to provide a pivot coupling. The arrangement is such that, as hub 36 rotates under the action of actuator 16, arms 52 and shaft 20 are caused to rotate in the same direction on the axis of shaft 20, with engager portions 22 rotating with shaft 20.

[0048] As seen most clearly from Figure 1, the link 50 is of a double dog-leg form, in having offset, curved end parts and a curved mid-part between the end parts. Relative to the in-use orientation shown in Figures 1 and 3, the link 50 curves downwardly from the ends of arms 40a and 40b, below hub 36, and then link 50 curves upwardly to engager member 14. Thus, relative to the vehicle body deck along the one side of which coaming rail 12 extends, link 50 extends laterally, towards that side. Also, the web 12c of rail 12 defines a circular opening 54 through which an end section of link 50 connects with shaft 20 within the channel 12d of rail 12. The end section of link 50 rises and falls through a small amplitude as link is advanced towards and retracted from channel 12d, and the diameter of opening 54 allows for this.

[0049] The overall arrangement with tensioning device 10 largely will be apparent from the preceding description. As will be appreciated, with device installed in relation to a curtain sided vehicle, such as a truck or trailer, the system is mounted below the deck of the body of the vehicle, with link 50 connected through the opening 54 in the web 12d of the coaming rail 12, and the engager member 14 secured in the channel 12c of the rail 12. Also, the coupling 30 connected to a source of pneumatic liquid by a control arrangement enabling the supply of the liquid to the rear chamber of housing 28 of actuator 16 and the release of the liquid from that chamber. The vehicle will have a side curtain along the side of the vehicle body at which the rail 12 and system 10 is provided, although there may be a similar overall arrangement at

2015200647 10 Feb 2015 each side if the vehicle body. When the curtain is horizontally tensioned between front and rear ends of the vehicle body, and simply freely suspended from the upper edge of the curtain from roller assemblies in rolling engagement with a rail along the side or the roof of the body, the lower edge of the curtain hangs adjacent to the top flange 12a of rail 12. Also, engageable members, such as hooks, loops or the like, secured to the curtain at longitudinally spaced intervals along the lower edge, hang adjacent to but slightly outwardly from channel 12d of rail 12. In Figures 8 to 10 such engageable members are depicted by a hook 56.

[0050] With the supply of pneumatic liquid to the rear chamber of housing 28 of actuator 16, the diaphragm in housing 28 is forced against the spring in the front chamber of housing 28, causing shaft 32 of actuator 16 to advance endwise, although typically able to depart by a few degrees from linear movement. As a consequence of the endwise movement the force generated by the pneumatic liquid is transferred to arms 40b and 40c, causing hub 36 to rotate clockwise as device 10 is viewed in Figure 1. As a result, arm 40a is moved with arm 40b, with the pivot connection at pin 47 following the pivot at pin 46 and causing link 50 to swing and to advance towards opening 54 and increase the extent to which it projects through opening 54 in web 12c of coaming rail 12. As link advances through opening 54, link pushes the pair of arms 52 to result in rotation of engager member 14 and the engager portions 22 of member 14 therefore are caused to swing through an arc. The overall movement is able to be reversed by release if liquid from the rear chamber of housing 28 of actuator 16 to enable the spring in the front chamber to return the diaphragm in housing 28 to an equilibrium position. The distance shaft 32 of actuator 16 is able to be advanced and retract is adjusted so that the arc angle through which engager portions 22 of engager member 14 moves.

[0051] The arrangement is such that the engager portions 22 are reversibly movable between a first, or release, position shown in Figure 8 and a second, or engage, position shown in Figure 9, through an intermediate position shown in Figure 10. In the first, or release, position of Figure 8, the portions project laterally outwardly from channel 22c of rail 22, beyond the outer edges of flanges 12a and 12b of coaming rail 12. In the second, or engage, position of Figure 9, the portions 22 are fully within channel 12d of the coaming rail and project downwardly, and the tensioning device 10 then may be in an over-centre condition. That condition is

2015200647 10 Feb 2015 attainable if the form of link 50, and of arms 40a and 40b of hub 36, enables a line through the axes of pins 47 and 53 to traverse the axis of hub 36 as the portions 22 move from the first, or release, position to the second, or engage, position. Additionally, release of pneumatic liquid from the rear chamber of housing 28 of actuator 16 results in the device effectively being locked to retain the engager portions 22 in the second position, as application of pneumatic pressure is necessary to overcome the strong spring of actuator 16, thereby preventing unintended movement of the portions 22.

[0052] The arrangement is such that the spacing between successive portions 22 matches the uniform spacing between successive hooks 56 (or other engageable member), with each hook 56 laterally opposite a respective portion 22 when the curtain is longitudinally tensioned. In the course of each portion 22 moving from its first position to its second position, the portion moves into engagement with the opposed hook 56 so that the hook 56 is drawn with the portion 22 as the latter continues to its second position. The hook 56 accordingly is drawn downwardly and, at least in part, into channel 12c of coaming rail 12. The curtain on which hooks 56 are secured is similarly drawn down and thereby vertically tensioned, or at least hold the curtain along its lower edge securely against the side of the deck of the vehicle body.

[0053] The engager member 14 of tensioning system 10 has only three engager portions, such that it will engage only three hooks (or other engageable members of the curtain). However curtain sided vehicles have many more than three hooks or the like, such as from 30 to 40. The tensioning device may have a longer shaft 20 and more than three engager portions 22. However, particularly as it is necessary to allow for the designed vehicle deck arch or camber, it is appropriate to provide a number of tensioning devices 10 along the length of the vehicle body, although the actuators 16 of the tensioning devices can be operable by a common pneumatic control system.

[0054] The tensioning device of the invention provides a robust, reliable arrangement for retaining the lower edge of a side curtain that is well suited for a long, reliable operating life. Also, the device can be maintained with relatively simple service requirements, particularly as points requiring periodic lubrication are readily accessible.

2015200647 10 Feb 2015 [0055] Figures 1 to 10 illustrate a single tensioning device 10, although a plurality of similar devices are arranged along the length of the deck of the vehicle, each for vertically tensioning a side curtain at a respective relatively short length of the curtain. In the arrangement of Figures 1 to 10, each device 10 may have three engager portions. Thus, there may be a series of seven or eight devices 10, although one may have two or four engager portions.

[0056] Figures 11 and 12 show respective diagrams for alternative pneumatic control circuits for controlling operation of the series of devices 10. In each diagram, the devices are depicted solely by a respective actuator 16 arranged in parallel with a compressed gas supply line L having, between successive actuators 16, a respective device 58 comprising a check valve with differential exhaust. With the exception of the first one on the left, each actuator 16 comprises a single acting pneumatic device which preferably is a booster from a trailer brake system, having a rod 60 extendable by gas pressure and retractable by a return spring 62. However, such boosters are relatively large and may not be able to be accommodated under the deck at the forward end of the vehicle, and the actuator 16 at the left end is a smaller, double acting pneumatic actuator. Operation with the circuit of each of Figures 11 and 12 is by means of a two-position control valve 64. In the case of Figure 11, operation is as follows:

(a) the curtain first is full extended and horizontally tensioned, with this positioning each engageable member of the curtain in relation to a respective engager portion of the series of devices 10;

(b) valve 64 is operated to pressurise line A, and exhaust line B, to commence vertical tensioning of the curtain. This operation of valve 64 retracts the rod 60 of the double acting actuator 16 and, as the line pressure at M in line L upstream from the first device 58 reduces to a set value below the pressure at P in line L, downstream from the first device 58, such as 60% of the pressure at P, the air at P is exhausted through the check valve of the device 58, allowing the rod 60 of the first single acting booster to retract under the action of the respective spring 62; and

2015200647 10 Feb 2015 (c) the process is repeated at each subsequent valve, until each booster 16 is exhausted in turn.

(d) to release the vertical tensioning of the curtain, control valve 64 is operated so line B is pressurised, and line A is exhausted by freeing air flow through the check valve of each device 58, and simultaneously extend the rod 60 of each actuator 16, including the double acting actuator 16.

[0057] The arrangement with the circuit 12 is essentially the same. However, whereas that if Figure 11 tensions the curtain progressively from one end of the vehicle body to the other, the arrangement of Figure provides tensioning progressively from each end to the middle. In each case, as with the arrangement of Figures 1 to 10, vertical tensioning of a curtain can be retained under the action of the return springs of the actuators 16. This, combined with the preferred over-centre arrangement for the linkage system enables a good level of lock-down security, necessitating access to the pneumatic system for release of vertical tensioning.

Claims (13)

1. A tensioning control system for a curtain sided vehicle, such as a truck or trailer, having a side curtain at a side of the body of the vehicle with, at each of a number of locations along a lower edge margin of the curtain, a respective engageable member, such as a hook, by which the curtain can be engaged to enable the curtain to be vertically tensioned or at least held in relation to, wherein the tensioning control system includes a plurality of tensioning devices mountable in series in relation to the deck of the body of the vehicle, at or adjacent to the side of the deck at which curtain is provided, each of the tensioning devices has at least one engager member movable between a first position and a second position such that, with the devices so mounted, movement of each engager member from the first position towards the second position enables each engager member to engage a respective engageable member of the curtain to vertically tension the curtain or at least hold the curtain in relation to the adjacent side of the deck of the body and, movement of each engager member from the second position towards the first position enables each engager member to release and move out of engagement with the respective engageable member, each tensioning device includes an actuator operable in response to a supply of pressurised fluid, for moving the engager member at least to the second position, and the control system includes a control arrangement by which a supply of pressurised fluid is supplied to the actuator of each tensioning device controlled in an arranged order in which, in turn, at least one actuator is pressurised to a required level for moving the engager member of the at least one actuator to the second position, following which at least one further actuator is similarly pressurised, and then at least one other actuator is similarly pressurised, and so on until all actuators have been similarly pressurised.

2. The tensioning control system of claim 1, wherein with the plurality of tensioning devices mounted in series in relation to the deck of the vehicle the at least one engager member of each tensioning device has a first position in which each engager member projects more laterally outwardly with respect to

2015200647 21 Dec 2018 the adjacent side of the deck, such as substantially horizontally, and a second position in which each engager member projects more downwardly with respect to the adjacent side of the deck.

3. The tensioning control system of claim 1or claim 2, wherein the control system operable to sequentially pressurise each actuator in turn in a chosen order, such as starting from one end of the series.

4. The tensioning control system of claim 1 or claim 2, wherein the control system is operable to pressurise successive pairs of actuators in turn in a chosen order, such as starting from one end of the series.

5. The tensioning control system of any one of claims 1 to 4, wherein the control arrangement includes a conduit to extend along the side of the vehicle for the supply of pressurised fluid to the actuator of each tensioning device in the required order and, in a fluid flow-line defined by the conduit, the control arrangement includes a plurality of flow control devices each of which in turn is operable to limit or prevent fluid flow beyond at least one actuator until the at least one actuator has completed movement of the respective engager members from one to the other of the first and second positions.

6. The tensioning control system of claim 5, wherein the actuators are single acting and operable in response to fluid pressure to extend or retract to move the engager members from the first to the second position.

7. The tensioning control system of claim 5, wherein with the engager members are movable from the second position to the first position by drive other than applied fluid pressure, such as the action of a return spring of each actuator.

8. The tensioning control system of any one of claims 5 to 7, wherein the system is adapted to be installed and setup for actuating each actuator in turn, from one end of the system or series of the plurality of tensioning devices, from one to the other end of a vehicle body, the actuators of the tensioning devices may be arranged in parallel in a pressurised fluid flow-line, and wherein the flow of fluid along the flow-line from the first actuator to the second actuator, and

2015200647 21 Dec 2018 thereafter in turn to each subsequent actuator, is controllable by a respective pneumatic control device, such as a check valve with a differential exhaust or a sequence valve, such as a sequence valve having an external drain and incorporating a bypass check valve.

9. The tensioning control system of claim 8, wherein each pneumatic control device is a sequence valve, and the bypass valve associated with each sequence valve is operable to enable the release of fluid pressure for retraction or extension, respectively, of each actuator, such as by return spring pressure to enable movement of the engager members to the first positions and release of vertical side curtain tension.

10. The tensioning control system of claim 9, wherein the bypass valves associated with the sequence valves are operable in unison, for enabling all engager members to release simultaneously from the respective engageable members of the side curtain.

11. The tensioning control system of claim 9 or claim 10, wherein the sequence valves are one-way valves, and the bypass valves are operable simultaneously or individually.

12. A curtain sided vehicle, such as a truck or trailer, having a body defined by a deck, front and rear end walls each supported on and extending upwardly from the deck, and a roof extending between and supported on the end walls, with at least one longitudinal side of the body having a side curtain retained along a top edge of the curtain by roller assemblies engaged on a rail system extending along a side of the roof, the side curtain has a respective engageable member at each of a number of locations along a lower margin of the curtain by which the curtain is adapted to be secured, when horizontally tensioned , so as to be vertically tensioned or at least held in relation to the adjacent side of the deck; and wherein the vehicle further includes a tensioning control system of any one of claims 1 to 11 by which the side curtain is able to be vertically tensioned.

2015200647 21 Dec 2018

13. The curtain sided vehicle of claim 12, wherein each tensioning device is mounted under the deck of the body of the vehicle, with the tensioning device including a shaft extending along the side of the body and mounted for reversible rotation on an axis substantially parallel to the side with the actuator disposed inboard below the deck and connected to the shaft by a linkage system; and wherein the shaft has at least two engager members spaced along the axis with engager members being simultaneously reversibly movable, with rotation of the shaft under action of the actuator operating through the linkage system, to move between the first position in which the engager members project laterally outwardly from the axis away from the actuator and a second position in which the engager members project downwardly with respect to the adjacent side of the deck; whereby the engager members are operable, in moving towards the second position, each to engage a respective engageable member of the curtain and vertically tension the curtain or at least hold the curtain in relation to the adjacent side of the deck of the body and adapted, in moving towards the first position, to release and move out of engagement with the engageable member.