CN118306457A - Multifunctional foldable conveyer for single operator - Google Patents

Abstract

A system is disclosed that includes a single operator multi-function collapsible transporter having a top load-bearing surface or frame, and four wheeled articulated legs that can be manipulated by a single user/operator and that can be lowered or raised by changing the length or angle of their legs while maintaining the transporter frame horizontally. In carrying heavy loads, the legs may be folded up by a single operator to be loaded onto or unloaded from the truck bed or fixed dock. The loading and unloading process is aided by various safety brakes that prevent the carrier from accidentally slipping off the truck bed. The angle of the legs was changed using a double-threaded lead screw. The transporter also includes two edge detectors on the front and rear ends to automatically detect the edges of the truck bed and fold the transporter legs ready for loading onto the truck bed.

Description

Multifunctional foldable conveyer for single operator

Cross Reference to Related Applications

The present application is based on 35U.S. c. ≡120, the full continuation of and claiming the benefit of U.S. patent application serial No. 18/404,952 entitled "single operator multi-function foldable carrier", filed on 1 month 5 2024, the contents of which are hereby expressly incorporated herein by reference in their entirety, and based on 35U.S. c. ≡119 (e), the benefit of claiming the benefit of U.S. provisional patent application serial No. 63/437,700 entitled "multi-function foldable carrier", filed on 1 month 8 2023, the contents of which are hereby expressly incorporated herein by reference in their entirety.

Technical Field

The present application relates generally to carts and conveyors. More particularly, the present application relates to a single operator multi-function collapsible carrier that can be used to transport storage bins and tools.

Drawings

These drawings are provided to facilitate an understanding of the subject matter sought to be protected when considered in connection with the following description.

FIG. 1A illustrates an exemplary rear upper view of a collapsible carrier;

FIG. 1B illustrates an exemplary front lower view of the collapsible carrier of FIG. 1A;

FIG. 1C illustrates an exemplary detailed rear upper view of the collapsible carrier of FIG. 1A;

FIG. 1D shows an exemplary front upper view of the collapsible carrier of FIG. 1A with the top surface removed;

FIG. 1E illustrates an exemplary detailed view of the coupling of the lead screw (LEAD SCREW) and the front leg of the collapsible carrier of FIG. 1A;

FIG. 2A illustrates an exemplary side view of the collapsible carrier of FIG. 1A engaging a low truck dock;

FIG. 2B illustrates an exemplary side view of the collapsible carrier of FIG. 1A engaging a high truck dock;

FIG. 2C illustrates an exemplary view of the mobility of the collapsible carrier;

FIG. 3A illustrates an exemplary drill interface for rotating a lead screw;

FIG. 3B illustrates an exemplary motorized configuration for rotating the lead screw;

FIG. 3C illustrates an exemplary motorized configuration for loading traction;

FIG. 3D illustrates an exemplary motor control and communication module;

FIG. 3E illustrates an exemplary motor control circuit;

FIG. 4A illustrates an exemplary mechanical edge detector;

FIG. 4B illustrates an exemplary return spring of the mechanical edge detector of FIG. 4A;

FIG. 4C illustrates an exemplary lead screw coupled with a rear leg of a transporter;

FIG. 4D illustrates an exemplary lead screw coupling uncoupled from a rear leg of a transporter;

FIG. 4E illustrates an exemplary transporter height indicator mechanism;

FIG. 5A illustrates an exemplary application of the transporter of FIG. 1A in transporting storage bins;

FIG. 5B illustrates an exemplary application of the carrier of FIG. 1A as a base for a miter saw (miter saw);

FIG. 5C illustrates an exemplary application of the transporter of FIG. 1A as a base for a panel saw;

FIG. 6A illustrates the exemplary transporter of FIG. 1A in a lowered state;

FIG. 6B shows the exemplary transporter of FIG. 1A in a lowered state and with legs retracted to a shorter length;

FIG. 7A illustrates an exemplary first state of loading the transporter of FIG. 1A onto a truck bed;

FIG. 7B illustrates an exemplary second state of loading the transporter of FIG. 1A onto a truck bed with the front leg rotated upward;

FIG. 7C illustrates an exemplary third state of loading the transporter of FIG. 1A onto a truck bed with a rear leg located at an edge of the truck bed;

FIG. 7D illustrates an exemplary fourth state of loading the transporter of FIG. 1A onto a truck bed, with the rear legs folded up onto the truck bed;

FIG. 8A illustrates an exemplary first state of unloading the transporter of FIG. 1A from a truck bed;

FIG. 8B illustrates an exemplary second condition of unloading the transporter of FIG. 1A from a truck bed with the rear legs extended out;

FIG. 8C illustrates an exemplary third condition of unloading the transporter of FIG. 1A from a truck bed, with the rear legs folded down at the edges of the truck bed; and

Fig. 8D illustrates an exemplary fourth condition of unloading the transporter of fig. 1A from a truck bed, with the front legs folded down from the truck bed.

Detailed Description

While the present disclosure is described with reference to several illustrative embodiments described herein, it should be clear that the present disclosure should not be limited to such embodiments. Accordingly, the description of the embodiments provided herein is illustrative of the present disclosure and should not be taken as limiting the scope of the disclosure as claimed. Furthermore, while the following description refers to a particular transporter configuration for a construction site, it should be understood that the present disclosure may be used with other types of transportation applications, such as transportation of equipment for hospitals, kitchens, and the like.

In summary, a system is disclosed that includes a transporter having a top load bearing surface or frame (bed), and four wheeled articulated legs (articulating leg) that can be operated by a single user/operator and that can be lowered or raised while maintaining the level of the transporter frame relative to the ground by changing the length or angle of their legs. In carrying heavy loads, the legs may be folded up by a single operator to be loaded onto or unloaded from a truck trailer or a fixed elevated platform such as a warehouse. The loading and unloading process is aided by various safety brakes that prevent the carrier from accidentally and undesirably sliding off the truck bed. Double-threaded lead screws may be used to change the angle of the leg relative to the top load bearing surface, with each end acting in opposite directions relative to the other end to pull in or push out the leg in a simultaneous and strictly consistent manner. The transporter also includes an edge detector at the front end and an edge detector at the rear end to automatically detect the edges of the truck bed and prepare the folding and unfolding of the transporter legs for loading onto and unloading from the truck bed. The transporter also includes a front end ramp (ramp) to allow the transporter to be pushed onto the truck bed. In some embodiments, the transporter may be motorized to provide traction on the front ramp, and the double-threaded lead screw is turned in a motorized manner to raise and lower the top load bearing surface of the transporter. The double-threaded lead screw has a hand crank and/or drill interface to allow rotation of the double-threaded lead screw. The carrier rack includes latch receiving portions for receiving latch bolts from the storage boxes to lock them for transport.

In various embodiments, a single operator transporter is disclosed that includes: a carrier rack for transporting goods; a lockable front leg for bearing the front weight of cargo; lockable rear legs for bearing the rear end weight of cargo; and an automatic edge detector for automatically unlocking the lockable front legs to allow a single operator to load the carrier onto the raised dock.

In various embodiments, a load bearing carrier with articulated front legs is disclosed to support the weight of the load bearing carrier before and during loading of the load bearing carrier onto a raised dock. It also includes a loading ramp member coupled with the articulated front leg to carry loads from the articulated front leg during loading of the load bearing carrier.

In various embodiments, the carrier comprises a load-bearing carrier rack having at least one concave compartment; wherein the female compartment comprises a plurality of latch receptacles; and wherein the plurality of latch receiving portions are configured to receive corresponding latches integrated with a raised bottom storage case to be placed on the load carrying carrier rack.

In a variety of industrial applications, including construction projects, repair workshops, plumbing service providers, auto repair facilities, and the like, a variety of hand and power tools are employed. Without efficient storage and transport, the number and weight of all tools that may have to be transported to the job site and returned or in the repair shop must remain organized may become unmanageable, resulting in loss of tools, loss of tools required for work, and making it difficult to transport all tools required for the project. Typically, tools and equipment are transported from a store or other place of business to a job site for use/application. Such tools and equipment are typically transported a relatively short distance and loaded onto a truck, transported by the truck over a relatively long distance to a job site, and then transported from the truck over a relatively short distance to the point of use. The reverse transport of this transport from job site to job site occurs after the job is completed. Even if these tools are used by a single operator/user (i.e., without an assistant or helper), there is a need for an efficient, quick and easy way to transport all the required storage containers and tools between the store and the application point and back.

It should be noted that direction, orientation, and other related terms such as "front", "back", "top", "bottom", "left", "right", "inner", "outer", "downward", "upward", "forward", "downward", "vertical", "horizontal", "diagonal", etc. are described with respect to distinguishing features of the body of the system or device itself. For example, if the front or front surface of the system body or object is identified in the description, the back or rear is defined as the portion or surface opposite the front surface, the left is defined as the left side when viewing the front surface, and so on. It is not important how the orientation is defined as long as the direction is clearly identifiable based on the description and the graphic.

It should also be noted that the values of the various quantities and parameters (and/or differences between systems or mechanisms or processes) may be expressed as estimated values with reference to another similar quantity or system using terms such as "substantially," "approximately," "nearly," "substantially," "nearly," "about," and the like. In many fields such as engineering, chemistry, finance, etc., a difference of five percent or less (5%) between two similar entities or quantities is considered trivial, forming a reasonable approximation of the quantity. In the context of a system, an insignificant difference is defined as a difference between the outputs of the system of less than or equal to 5%.

I. Single operator transporter

Fig. 1A shows an exemplary rear upper view of a collapsible carrier. In various embodiments, rear upper view 100 includes carrier 101, rear leg 102, front leg 103, carrier handle 104, front leg brace 105, rear leg handle 106, storage case latch receiver 107, cross beam 108a, side beam 108b, and panel 109.

In various embodiments, the orientation of the transporter 101 and its various portions and components as referred to in this disclosure is defined with reference to a particular portion of the transporter itself. Specifically, the wheels on the legs define a bottom direction, the cross beam 108a defines a top direction, the rear leg 102 defines a rear or back direction, and the front leg 103 defines a front or forward direction.

In various embodiments, the transporter 101 may be raised or lowered via changes in the length and/or angle of the rear leg 102 and the front leg 103, as described in further detail with reference to other figures. The transporter handles 104 may be used by an operator to push and pull the transporter 101 and perform other functions as described in further detail with reference to other figures.

In various embodiments, side beams 108b and cross beam 108a form the top load bearing surface (carrier rack) of carrier 101. The panel 109 may also be part of a carrier rack. In various embodiments, the panel 109, along with one or more of the cross beam 108a and side beam 108b, may form an open-top compartment that is sloped or slanted on the inside. The boundary of one of the open-top compartments is defined laterally by a cross member 108a and side members 108b surrounding the open-top compartment and at the bottom by a panel 109. The individual boxes and containers may be placed and locked in such open-top compartments as further described below with reference to other figures.

In various embodiments, the tote latch receiver 107 can be used to lock the stackable tote to the top surface of the transport 101. This arrangement keeps the stackable storage boxes firmly attached to the carrier 101 during movement and loading onto/off the truck. It should be noted that even though the present disclosure describes loading/unloading the transporter 101 onto/from a truck bed, the transporter 101 may be loaded/unloaded onto/from any fixed elevated platform, such as a warehouse dock or a shop equipment deployment portal.

Fig. 1B illustrates an exemplary front lower view of the collapsible carrier of fig. 1A. In various embodiments, front lower view 110 includes transporter 101, rear leg upper section 102a, rear leg lower section 102b, front leg upper section 103a, front leg lower section 103b, transporter handle 104, front leg strut 105, rear leg handle 106, rear leg strut 111, transporter loading ramps 112a and 112b, truck trailer wheels 113a and 113b, front leg strut rail 114, front leg loading ramp 115, front leg wheel 116, rear wheel 117, and rear leg wheel lock 118.

In various embodiments, the front leg 103 and the rear leg 102 of the transporter 101 may include multiple sections that are telescoping with respect to each other. For example, the lower rear leg section 102b fits within the upper rear leg section 102a to form a telescoping configuration that may be used together to adjust the overall length of the rear leg 102. Specifically, the lower rear leg section 102b slides up the upper rear leg section 102a to shorten the rear leg 102. Similarly, the front leg lower section 103b and the front leg upper section 103a function in the same manner.

In various embodiments, the rear leg handle 106 may be used by an operator to fold the rear leg 102 upward, as described further below with reference to other figures herein.

In various embodiments, the rear leg struts 111 serve as structural truss members that form triangles between the rear legs 102 and the carrier top load bearing surface including the side beams 108a and 108b, which form a rigid unitary structure over the rear section of the carrier 101. The rear leg strut 111 may be detached from the carrier top load bearing surface to release the rear leg 102 for lifting by the rear leg handle 106 and folding up for loading into the truck bed. This is described in further detail below with reference to other figures.

In various embodiments, the front end of the transporter 101 may be coupled or temporarily attached to a dock using load transfer coupling means to transfer the load/weight of the transporter 101 and its cargo to the dock (such as a truck or other dock). In some embodiments, the load transfer coupling means may be implemented in the form of loading ramps 112a and 112b, the loading ramps 112a and 112b being angled edges for climbing up onto the truck bed to load the transporter 101 onto the truck. In some embodiments, the loading ramps 112a and 112b are made of a hard and smooth surface, such as hard plastic or aluminum, to slide up the truck bed with low friction. In other embodiments, described in more detail later, the loading ramps 112a and 112b may be equipped with rubber tracks (similar to bulldozers) and motorized to assist an operator in loading the transporter 101 onto a truck bed. In other embodiments, the loading ramps 112a and 112b may be replaced with wheels, rollers, multiple wheels (multiple wheels configured about a common axis for climbing stairs), or other configurations suitable for placement on a flange or landing (e.g., truck trailer or tailgate) to transfer loads from the transporter 101 to the landing.

In various embodiments, truck bed wheels 113a and 113b are used to support the weight of carrier 101 and the load it may carry when carrier 101 is in a collapsed condition in which both rear leg 102 and front leg 103 are folded upward and out of contact with the floor of the truck bed.

In various embodiments, a front leg strut rail 114 may be coupled with the front leg strut 105 and used to lock the front leg 103 in a standing state, thereby rigidly maintaining the front leg 103 in this position relative to the transporter 101. As described further below, the front leg strut rails 114 may act as safety brakes during loading and unloading of the transporter 101 onto and from a truck. The crossbar may also be released from its locked position to allow the front legs 103 to fold under the top load bearing surface of the transporter 101 during loading of the transporter 101 onto the truck bed. The use and operation thereof are described in more detail below with reference to other figures.

In various embodiments, the front leg ramp 115 is used to smoothly slide the front legs 103 over the edges of the truck bed during loading of the transporter 101 onto the truck bed.

In various embodiments, some or all of the front wheels 116 and rear wheels 117 may have wheel brakes or locks 118 thereon to prevent the carrier 101 from freely rolling.

Fig. 1C shows an exemplary detailed rear upper view of the collapsible carrier of fig. 1A. In various embodiments, the rear upper view 120 includes the transporter 101, the rear leg upper 102a, the rear leg lower section 102b, the front leg upper 103a, the front leg lower section 103b, the transporter handle 104, the front leg strut 105, the rear leg handle 106, the rear leg strut 111, the truck trailer wheel 113a, the double-threaded lead screw 121, the rear lead screw 122a, the front lead screw 122b, the rear strut hook 123, the front strut ratchet teeth 125, and the rear strut rail 126.

In various embodiments, the rear brace 111 includes a rear brace rail 126 coupled to the carrier rack via a rear brace hook 123. If the rear strut rail 126 is released from the rear strut hook 123, the rear leg 102 can be folded to load the transporter 101 onto the truck bed.

In various embodiments, the double-threaded lead screw 121 has two end sections that have the function of pulling the rear leg 102 and the front leg 103 toward or away from each other. The first end section is the lead screw 122a and the second end section is the lead screw 122b, which have opposite and symmetrical pitches. That is, one of the back and front lead screws is left-handed and the other is right-handed. In this way, when the double lead screw 121 is turned clockwise ("CW"), one end section of the double lead screw 121 advances the attached nut in one direction while the other end section advances the other attached nut in the opposite direction, depending on the pitch direction.

In various embodiments, the lower rear leg section 102b further slides up the upper rear leg section 102a and is secured in a desired position. In this way, the legs can be made longer or shorter. The lower leg section and the upper leg section are secured together via various known methods, such as by friction, press fit, or a more aggressive pin-hole configuration (a spring loaded pin or ball in one of the leg sections enters a mating hole in the mating section to keep the two sections secured together). In other embodiments, the leg sections may be bolted together using wingnuts that allow the user to easily adjust without tools.

Fig. 1D shows an exemplary front upper view of the collapsible carrier of fig. 1A with the top surface removed. In various embodiments, the front upper view 130 of the transporter includes a rear edge detector 131, a front leg bracket 132, and a rear leg bracket 133.

In various embodiments, the trailing edge detector 131 is coupled with the truck bed wheels 113a and 113b. The trailing edge detector 131 is spring loaded and forced to move downwardly to a locked state. In the locked state, the trailing edge detector 131 engages the truck bed wheels 113a and 113b and locks them against free rotation. The unlocked state is entered when the rear leg 102 is fully folded up and the rear edge detector 131 is placed at the same level and/or on the same surface as the truck bed wheels 113a and 113b. In other cases, the trailing edge detector 131 is in a locked state and locks the truck bucket wheels 113a and 113b from rolling. Thus, the trailing edge detector 131 detects an edge when it falls from the edge and enters a locked state and locks the truck bed wheels 113a and 113b.

In various embodiments, front leg brackets 132 and rear leg brackets 133 are coupled to front legs 103 and rear legs 102, respectively. When the double lead screw 121 is turned clockwise or counterclockwise, the leg bracket is pulled toward the center of the double lead screw 121 or pushed away from the center depending on the direction of the threads (left-hand or right-hand threads). If the carrier is pulled toward the center, the rear leg 102 and the front leg 103 are pushed away from each other and spread wider while lowering the carrier rack. Alternatively, if the carrier is pushed off center, the rear leg 102 and the front leg 103 are pulled toward each other and spread more narrowly while raising the carrier rack. In each case, if the transporter is also placed on a horizontal surface, the transporter rack is raised or lowered while remaining level. Turning the lead screw 121 rotates the rear leg 102 and the front leg 103 in opposite directions about their respective pivot points attached to the carrier frame. If the front leg is rotated clockwise, the rear leg will be rotated counter-clockwise and vice versa.

Fig. 1E illustrates an exemplary detailed view of the coupling of the lead screw and the front leg of the collapsible carrier of fig. 1A. In various embodiments, the detailed view 140 includes a front bracket nut 141.

In various embodiments, front bracket nut 141 couples lead screw 122b with front leg 103 via front leg bracket 132. When the double lead screw 121 is turned clockwise or counterclockwise, the front bracket nut 141 pushes or pulls the front leg bracket 132 in one direction, thereby moving the front wheel 116 in the opposite direction.

In various embodiments, extending the conveyor legs or folding them together results in lowering or raising the conveyor frame, respectively. This process allows the carrier rack height to be adjusted to a level that is comfortable for working with a tool such as a saw, or allows the carrier rack to be used as a work table at a suitable height.

FIG. 2A illustrates an exemplary side view of the collapsible carrier of FIG. 1A engaging a low truck dock. In various embodiments, the side view 200 includes a lower truck bed 201 at a relatively low elevation.

In various embodiments, for a particular truck that may be used for an item, a user may shorten or lengthen the front leg 103 and rear leg 102 of the transporter 101 in a telescoping manner as described above to match the height of the truck bed 201. The height of the transporter 101 is adjusted so that the loading ramps 112a and 112b slightly exceed the height of the truck bed 201 from the ground. In this manner, an operator may push loading ramps 112a and 112b onto truck bed 201.

Fig. 2B illustrates an exemplary side view of the collapsible carrier of fig. 1A engaging a high truck dock. In various embodiments, side view 220 includes a higher truck trailer 221 at a relatively lower elevation.

In various embodiments, for a particular truck that may be used for an item, a user may shorten or lengthen the front leg 103 and rear leg 102 of the transporter 101 in a telescoping manner as described above to match the height of the truck bed 221. The height of the transporter 101 is adjusted so that the loading ramps 112a and 112b slightly exceed the height of the truck bed 221 from the ground. In this manner, an operator may push the loading ramps 112a and 112b onto the truck bed 221.

Fig. 2C illustrates an exemplary view of the mobility of the collapsible carrier. In various embodiments, the mobility view 240 includes a pivot point a that connects the front leg strut 105a and the carrier frame, a pivot point F that connects the rear leg strut 111a and the carrier frame, a pivot point B that connects the front leg upper section 103a with the double-threaded lead screw 121 via the front leg bracket 132 and the front bracket nut 141, a pivot point E that connects the rear leg upper section 102a with the double-threaded lead screw 121 via the rear leg bracket, a pivot point C that connects the front leg 103 with the front leg strut 105a, a pivot point G that connects the rear leg 102 with the rear leg strut 111a, and a center line CF that marks the center of the double-threaded lead screw 121 (which is the same as the center of the carrier 101).

In various embodiments, the mobility view 240 illustrates the mobility relationship between structural members of the transporter 101 including the transporter frame, front and rear legs, and front and rear braces. When the struts are locked at pivot points a and F, the triangles ABC and EFG form a rigid and immovable truss. However, once the brace is separated from pivot points a and F, the front and rear legs can be folded at zero angle relative to the carrier frame to make the carrier flatter without the legs standing at any non-zero angle relative to the carrier frame. The conveyor structural members are shown in symmetrical form in this view to clearly depict the symmetry of the structure of the conveyor 101. This symmetry also allows the carrier rack to be raised and lowered parallel to the ground on which the carrier stands.

In various embodiments, the mobility of the transporter described above results in specific behavior of the rear and front legs. Specifically, turning the lead screw 121 causes the rear leg 102 and the front leg 103 to rotate in opposite directions about their respective pivot points E and B, respectively. If the front leg is rotated clockwise, the rear leg will be rotated counter-clockwise and vice versa.

Fig. 3A illustrates an exemplary drill interface for rotating a lead screw. In various embodiments, the drill interface 300 includes a rotation port 301 attached to the double-threaded lead screw 121.

In various embodiments, the rotation port 301 may be a protrusion that may be coupled with a socket wrench that may be used to rotate the protrusion, and thus the double lead screw 121, in a clockwise or counterclockwise direction. The protrusions may be hex bars, flat bars, or any other non-circular cross-sectional shape bars that may prevent the socket wrench from sliding relative to the rotary port 301 during high torque rotation operations. In some embodiments, the rotary port 301 may be a non-circular shaped recess and a screwdriver or other type of wrench having a mating shape to turn the double-threaded lead screw 121.

In various embodiments, the rotary port 301 may be turned by a hand crank, electric drill, or motor having a mating shape with respect to the rotary port 301. The hand crank may have a stepped crank adapted to manually rotate the double-threaded lead screw 121. The drill may be any conventional drill having a mating shape relative to the rotary port 301 with a drill bit attached. In other embodiments, a motor may also be coupled with the rotary port 301, as further described below with reference to other figures.

Motorized transporter

Fig. 3B illustrates an exemplary motorized configuration for rotating the lead screw. In various embodiments, motorized configuration 310 includes an electric motor 311 and a battery pack 312.

In various embodiments, the motorized configuration may perform two functions (including motorized loading ramps and motorized double-threaded lead screws) to raise or lower the carrier rack. In some embodiments, the motorized configuration may perform only one of these functions, while in other embodiments, both functions may be performed. In some embodiments, all motorized functions may be performed by a single electric motor, while in other embodiments, each function may be performed by a separate electric motor. In some embodiments, more than one electric motor may be employed to perform the same function.

In various embodiments, the electric motor 311 may be directly coupled with the rotary port 301, while in other embodiments it may be indirectly coupled via various linkages, belts, shafts, pulleys, gearboxes, or other techniques for coupling the motor to the device.

In some embodiments, the electric motor 311 is coupled to and powered by a battery pack 312. In other embodiments, the electric motor 311 may alternatively be powered by a battery pack 312, and alternatively by an AC (alternating current) power source.

In various embodiments, the electric motor 311 may be controlled via a control interface built into the transporter handles 104. In other embodiments, the motor control interface may be separately deployed on the transporter 101.

FIG. 3C illustrates an exemplary motorized configuration for loading traction. In various embodiments, motorized configuration 320 includes front loading wheel 321, ramp rail 322, motor assembly 323, and motor drive shaft 324.

In various embodiments, front loading wheels 321 assist in smoothly loading carrier 101 onto a truck bed with lower power consumption than without such wheels. Ramp rail 322 may be driven by motor assembly 323 to further assist in pulling transporter 101 up onto the truck bed without the user/operator having to manually push transporter 101 or push transporter 101 with lower power consumption than would be the case in the absence of motor assistance.

In various embodiments, the motor assembly 323 may include an electric motor, a transmission, and a drive shaft coupled to the electric motor or the transmission. In other embodiments, the motor may employ a direct coupling to rotate the motor drive shaft 324.

In various embodiments, the electric motor may be controlled by a motor controller interface disposed on or near the transporter handles 104. In other embodiments, the motor controller interface may be deployed elsewhere on the transporter 101.

In various embodiments, the motor drive shaft 324 is coupled with the ramp rail 322 via belts and pulleys, sprockets, gears, reduction gears, etc. to increase torque.

In various embodiments, the motor assembly 323 can drive the front ramp rail alone, while in other embodiments, the motor assembly 323 can also drive a double-threaded lead screw to raise and lower the carrier rack.

FIG. 3D illustrates an exemplary motor control and communication module. In various embodiments, the motor control and communication module 330 includes a control and communication bus 331, a height change speed control unit 332, a direction control unit 333, an off-board communication unit 334, a ramp drive speed control unit 335, a motor traction drive unit 336, a motor controller unit 337, and a sensor unit 338.

In various embodiments, all of the units shown communicate with each other and with the motor via control and communication bus 331. The control and communication bus 331 may include one or more control sections, addresses, and power lines. In various embodiments, the electronic units coupled to the bus may be digital or analog or a combination of both. Digital circuits may operate using all or some of the lines in the bus, while analog circuits may typically use some of the lines in the control and power lines. As is generally known in the art, analog and digital circuits have different electrical characteristics for power and communications. Accordingly, these features are not further described in this disclosure.

In various embodiments, the motor control module 330 may control one or more motors, each motor controlling a different portion of the transport. For example, one or more motors may control rotation of double-threaded lead screw 121 to raise and lower the carrier rack, while another one of the one or more motors may control a ramp traction motion for loading carrier 101 onto a truck bed. In other embodiments, the same motor may control both actions.

In various embodiments, the elevation change speed control unit 332 may be used to control the speed of a motor for rotating the double-threaded lead screw 121 to raise and lower the carrier rack. In some embodiments, the unit may be built into one of the transporter handles 104, such as a motorcycle handle. The user/operator can control the speed of the motor that raises or lowers the carrier rack by rotating the carrier handle 104 clockwise or counter-clockwise, depending on the design.

In various embodiments, the directional control unit 333 may be used to select the direction of movement of the carrier rack, such as up (raise) or down (lower), which in turn maps to whether the double lead screw 121 is rotated clockwise or counterclockwise (depending on the thread design and the screw direction). The user may select the direction of movement using a button, lever, or other similar technique.

In various embodiments, off-board communication unit 334 may be used to transmit data to a computer or data center located remotely from transporter 101. It can also be used for remotely controlling a transporter, for example using a remote control device.

In various embodiments, the ramp drive speed control unit 335 may be used to control the speed of the ramp rail 322 via controlling the speed of the motor 323. The ramp drive speed control unit 335 determines how fast the transporter 101 is pulled up onto the truck bed.

In various embodiments, the motor traction drive unit 336 may be used to activate the ramp rail 322 and/or set its direction of movement. Once the ramp rail 322 is turned ON or its direction of motion is set, the ramp speed control unit 335 may be used to control its speed. The direction of movement determines whether the ramp will pull the transporter 101 up onto the truck bed or retract it, e.g., reposition it.

In various embodiments, motor controller 337 may serve as an interface between various other units on control and communication bus 331 and one or more motors. The motor controller 337 includes circuitry for actually driving the electric motor, such as voltage and current control and other motor control interfaces, such as ON/OFF switches and speed control.

In various embodiments, the sensor unit 338 may include one or more sensors to provide status information regarding the configuration of the transporter 101, including the status of its motor. The sensor may provide information about the height of the carrier rack, the speed of the motor, etc. The sensors may also provide feedback to the various units coupled to the control and communication bus 331 for control in a feedback control system.

Fig. 3E illustrates an exemplary motor control circuit. In various embodiments, motor control circuit 350 includes motor 351, motor controller 352, ON/OFF switch 353, potentiometer 354, and battery 355.

In various embodiments, the motor 351 may be one of the motors disposed in the transporter 101, such as the motor in the motor assembly 323.

In various embodiments, motor controller 352 may be the same as motor controller 337 of fig. 3D described above.

In various embodiments, battery 355 may be the same as battery 312 of fig. 3B.

In various embodiments, the potentiometer 354 is used for speed control of the motor 351 and may be part of the various speed control units described with reference to fig. 3D, either directly or indirectly.

III truck trailer edge detector

Fig. 4A illustrates an exemplary mechanical edge detector. In various embodiments, the mechanical edge detector 400 includes a detector plate 401, guide slots 402, 403, and 404, a direction of movement 405, a last stop point 406, and a front strut slot 407.

In various embodiments, the detector plate 401 may have a front side that is angled with respect to the side beam 108b (see fig. 1A) and the edge of the truck bed. When the transporter 101 is pushed toward the truck bed for upward loading onto the truck, the transporter loading ramps 112a and 112b first contact the edges of the truck bed. The detector plate 401 is located on the exterior of and substantially aligned with the approximately triangular front end of the carrier 101, as shown at least in fig. 1A and 1B. The front side of the detector board 401 is also substantially parallel to the carrier loading ramps 112a and 112b. The detector plate 401 is constrained by the guide grooves 402 to 404 to move vertically up and down as indicated by an arrow in a moving direction 405. Initially, the front strut rails 114 are captured by the front strut ratchet teeth 125 and constrained within the front strut slots 407 prior to being loaded onto the truck bed, the front strut ratchet teeth 125 also may act as a safety brake during unloading of the transporter 101 from the truck bed. As the transporter 101 is pushed further into the truck bed, the force exerted by the truck bed on the front side of the detector plate 401 has a vertical force component pushing the detector plate 401 upward. This action releases the front strut rail 114 from the front strut ratchet teeth 125 and allows the front strut rail 114 to slide back within the front strut slot 407 toward the last brake point 406, with the front strut rail 114 resting at the last brake point 406. This movement of the front strut rail 114 allows the front leg strut 105 to rotate about pivot point B (see fig. 2C) to the front leg 103 and fold under the carrier rack.

In this way, the detector board 401 automatically detects the edges of the truck bed and releases the front legs 103 for folding, with no active participation by the operator other than pushing the transporter 101 onto the truck bed.

Fig. 4B illustrates an exemplary return spring of the mechanical edge detector of fig. 4A. In various embodiments, arrangement 420 includes a return spring 421.

In various embodiments, the return spring 421 can be anchored to the body of the carrier 101 and urge the front strut rail 114 toward the front of the carrier 101 to keep the front leg struts 114 locked within the front strut ratchet teeth 125.

In various embodiments, when the detector plate 401 is in its bottom position and the front strut ratchet teeth 125 are engaged with the front strut rail 114, and the force from the truck trailer on the front side f of the detector plate 401 is removed, the return spring 421 pushes the front strut rail 114 to the forward-most teeth of the front strut ratchet teeth 125. In this configuration, the front legs are fully extended and lock and support the weight of the transporter 101.

Foldable sliding leg

Fig. 4C illustrates an exemplary lead screw coupled with a rear leg of a transporter. In various embodiments, the lead screw coupling 430 includes a rear bracket hook 431 attached to the rear leg bracket 133, a rear bracket lock release 432 attached to the rear leg bracket 133, a rear bracket lock 433 attached to the rear bracket lock release 423, a rear bracket nut 434 attached to the double threaded lead screw 121, and a rear nut shaft 435 attached to the rear bracket nut 434.

In various embodiments, the back lead screw 122a is coupled with the back leg bracket 133 with the back bracket lock 433 engaged (locked) thereby maintaining the back nut shaft 435 locked within the back bracket hook 431. In this configuration, if the back screw 122a rotates, the back leg bracket 133 moves in the direction in which the back screw 122a pushes. Movement of the rear leg bracket 133 causes corresponding rotation of the rear leg 102 about pivot point E (see fig. 2C).

In various embodiments, the rear bracket lock release 432 may be manually pushed upward by an operator to release the rear bracket lock 433 and the rear nut shaft 435 from the rear bracket hook 431. Once the rear leg brackets 133 are pushed a small distance (about one half inch) toward the front end of the transporter 101, the rear bracket lock 433 moves below and away from the rear nut shaft 435 and is no longer able to capture and lock the rear nut shaft 435 within the bracket hooks 431. This action decouples the rear bracket nut 434 from the rear leg bracket 133. In this configuration, the rear leg bracket 133 is free to move back and forth along the length of the back lead screw 122 a. This configuration serves to slide the rear leg 102 under the carrier rack and to lay the carrier flat on the truck bed (without support of the legs 102 and 103). When the rear leg brackets 133 are pushed back completely into the rear section of the transporter 101, the rear bracket locks 433 cross under the rear nut shafts 435 and then snap back under the force of the spring to lock the rear nut shafts 435 within the bracket hooks 431.

Fig. 4D illustrates an exemplary lead screw coupling uncoupled from the rear leg of the transporter. In various embodiments, the lead screw coupling and decoupling configuration 440 shows the rear bracket nut 434 uncoupled from the rear bracket 133, as described above.

In various embodiments, rear bracket lock release 432 has been actuated by the operator and rear nut shaft 435 is released from rear bracket hook 431 and thus rear bracket 133 is free to move along rear lead screw 122 a. In this configuration, turning the double-threaded lead screw 121 will have no effect on the movement of the rear leg bracket 133. If the rear strut rail 126 is separated from the rear strut hooks 123, the rear legs 102 can be rotated to fold using the rear leg handles 106. At this point, the rear legs may be pushed to slide forward under the carrier rack and parallel to the double-threaded lead screw 121 to be placed under the carrier and to flatten the carrier when placed in the truck trailer.

V. articulated leg & height adjustment

Fig. 4E illustrates an exemplary transporter height indicator mechanism. In various embodiments, the transporter height indicator mechanism 450 includes an indicator gear 451, an indicator tip 452, a slotting sled 453, an indicator lever 454, a slotting sled 453a in a second position, and an indicator lever 454a in a second position.

In various embodiments, the rear strut rail 126 is coupled with the double-threaded lead screw 121 and as the double-threaded lead screw 121 rotates to lower and raise the carrier rack, the rear strut rail 126 correspondingly rotates, thereby rotating the indicator gear 451, which also rotates the height indicator lever 454. The indicator lever 454 may have a pin or protrusion that fits in a slot of the slotted slider 453. When the height indicator lever 454 is rotated, its pin slides up or down in the slot of the slotting slider 453 to keep the slotting slider 453 and the indicator tip 452 horizontal, not moving up or down, but only left or right. Thus, as the indicator tip 452 moves from side to side (or back and forth), each position of the indicator tip 452 will correspond to a particular height of the carrier rack. The second position indicator lever 454a and the second position notched slider 453a depict this movement of the indicator and the position it indicates.

Lockable storage container & tool loading and unloading platform

FIG. 5A illustrates an exemplary application of the transporter of FIG. 1A in transporting storage bins. In various embodiments, the tote application configuration 500 includes a stackable tote 501 and a latch interface 502 to allow securing the tote 501 to the transport 101.

In various embodiments, stackable storage boxes 501 may include a locking mechanism at the bottom surface that allows multiple storage boxes to be latched onto each other (in a stacked configuration) and also latches the bottom box to the carrier rack for safe transport. In general, stackable storage boxes 501 may carry heavy tools, parts, materials, equipment, and other similar items that may be used in industrial or commercial applications (such as the construction industry), which makes the storage boxes heavy and difficult to handle, and particularly difficult to transport or transport at a job site. For example, if a single contractor wants to transport heavy work tools from a truck to an application point at a job site, which may weigh tens or hundreds of pounds, respectively or in total, the contractor may be faced with considerable difficulty and consumption of time, effort, and power consumption, as well as risk of injury. Being able to leave heavy storage boxes on the transporter and being able to load/unload the transporter onto/from the rear of the truck may significantly reduce such burden and risk and make it more efficient in terms of time and power consumption to perform work. The importance of the system is further manifested when contractors work individually and independently by reducing labor costs and increasing job flexibility.

In various embodiments, the carrier rack may be configured with open-top compartments having a concave shape and slanted sides defined by two or more adjacent crossbeams 108a (see fig. 1A). In other embodiments, the open-top compartment may not be concave, but rather have other shapes, such as flat, curved, or other suitable shapes for receiving and holding a container. Similarly, the bottom of the stackable storage case 501 may be convex, with a beveled edge or sloped edge (on the side wall near the bottom of the case) that mates with the beveled edge of the open-top compartment of the carrier rack. Once the stackable storage case 501 is placed or dropped on top of one of the open-top compartments, it automatically centers itself within the open-top compartment and the latch on the bottom of the storage case aligns with the latch receiver 107 of the carrier rack. The latches on the storage box can automatically enter and engage the latch receiving portion 107 and lock the storage box in place.

FIG. 5B illustrates an exemplary application of the transporter of FIG. 1A as a base for a miter saw. In various embodiments, the miter saw application configuration 520 includes a miter saw 521.

In various embodiments, a power tool (such as a miter saw 521) that may require a work station for use may be secured to a carrier rack to form a mobile work station or dock configuration. The base of the power tool may be clamped to the carrier rack by using a C-clamp or by other suitable techniques. The height of the carrier rack can be adjusted by turning the double lead screw 121 to create a suitable working height for use with the power tool.

FIG. 5C illustrates an exemplary application of the transporter of FIG. 1A as a base for a panel saw. In various embodiments, the panel saw application configuration 530 includes a panel saw 531.

In various embodiments, a large power tool (such as the panel saw 531) that may require a stand or dock for use may be secured to the carrier to form a mobile stand or dock configuration. The power tool may be clamped to the carrier rack and/or clamped to the carrier rack using a C-clamp or by other suitable techniques. The height of the carrier rack can be adjusted by turning the double lead screw 121 to create a proper and stable working height for use with the power tool.

VII loading and unloading conveyor

Fig. 6A shows the exemplary transporter of fig. 1A in a lowered state. In various embodiments, the lowered carrier state 600 shows the carrier rack lowered by opening the front and rear legs.

In various embodiments, as shown, the carrier frame may be raised or lowered by rotating the double-threaded lead screw 121 to pull the front leg bracket 132 and the rear leg bracket 133 toward the center of the carrier, pushing the front leg wheel 116 and the rear leg wheel 117 away from each other and opening the rear leg 102 and the front leg 103 at an angle relative to the carrier frame. In this configuration, the carrier rack is lowered and brought closer to the ground.

Fig. 6B shows the exemplary transporter of fig. 1A in a lowered state and with the legs retracted to a shorter length. In various embodiments, the configuration 620 with the retracted legs in the lowered condition of the transporter shows the transporter rack lowered by opening the front and rear legs and also shortening the legs.

In various embodiments, as shown, the carrier frame may be raised or lowered by rotating the double-threaded lead screw 121 to pull the front leg bracket 132 and the rear leg bracket 133 toward the center of the carrier, pushing the front leg wheel 116 and the rear leg wheel 117 away from each other and opening the rear leg 102 and the front leg 103 at an angle relative to the carrier frame. In this configuration, the carrier rack is lowered and brought closer to the ground. The carrier rack may be lowered additionally by shortening the telescoping rear legs 102 and front legs 103. The two operations of angling the legs outward and shortening the telescoping legs are independent and may be performed separately or in combination. In this configuration, the shortening of the legs allows for a more compact configuration as compared to angling the legs alone, since the shorter legs do not extend as far.

Fig. 7A-7D depict an exemplary loading process of the transporter 101 onto a truck bed.

Fig. 7A illustrates an exemplary first state of loading the transporter of fig. 1A onto a truck bed. In various embodiments, the first loading state 700 includes a truck bed 701.

In various embodiments, loading the transporter 101 onto a truck involves several different stages starting from the first state of the transporter 101 and the truck bed 701. The truck bed 701 may be the tailgate of a pick-up truck or the loading deck of a larger truck. The carrier 101 may be loaded by a single operator without having to support or transport the weight of the carrier and/or its cargo (such as storage bins and power tools). As shown, in the first state, the front end of the transporter 101 is pushed by an operator to reach the edge of the truck bed 701. In this state, the loading ramps 112a and 112B (see fig. 1B) are in physical contact with the edges of the truck bed 701. The rear leg 102 and the front leg 103 may be pre-adjusted for terrain and/or the height of the truck trailer 701 such that the loading ramps 112a and 112b are slightly above the truck trailer 701 and are positioned to climb onto the truck trailer 701.

Fig. 7B illustrates an exemplary second state of loading the transporter of fig. 1A onto a truck bed, with the front leg rotated upward. In various embodiments, the second stowed state 720 shows the front leg 103 partially folded and lifted off the ground.

In various embodiments, in the second loading state, the transporter 101 is further pushed against the truck bed 701 by the operator, or pulled upward by the motorized ramp rail 322 (see fig. 3C), providing sufficient force to lift the detector plate 401 (see fig. 4A) and release the front leg strut rail 114 to allow the front legs 103 to begin to fold upward toward the transporter frame. At this time, the front end weight of the transporter 101 and any cargo that it may be carrying is loaded by the loading ramps 112a and 112b, rather than by the front legs now off the ground. The rear end weight is still borne by the rear leg 102 which is still resting on the ground. The individual operator is also not burdened with weight loads (downward force, overcoming gravity) and may simply push the transporter 101 toward the truck bed 107 without the motorized ramp rail 322. The front leg loading ramp 115 is engaged at this stage to facilitate sliding the front leg 103 up the truck bed 701.

Fig. 7C illustrates an exemplary third state of loading the transporter of fig. 1A onto a truck bed, with the rear legs located at the edges of the truck bed. In various embodiments, the third loading state 730 includes the main or inner truck trailer 731 positioned behind the tailgate or truck trailer 701 to receive the collapsed transporter 101.

In various embodiments, in this state, the front legs 103 are fully folded and placed under the carrier rack. The rear leg 102 now abuts the edge of the truck bed 701, the rear leg strut 111 (see fig. 1B) has been uncoupled from the rear strut hook 123 (see fig. 1C), and the rear leg 102 is free to rotate about the pivot point E (see fig. 2C) to fold up toward the carrier rack. At this point, the operator may lift the rear legs 102 off the ground and slide them under the carrier rack using the rear leg handles 106. The operator may also use the rear bracket lock release 432 to uncouple the rear leg bracket 133 from the rear lead screw 122a and allow the operator to freely slide the rear leg 102 under the carrier rack.

Fig. 7D shows an exemplary fourth state of loading the transporter of fig. 1A onto a truck bed, with the rear legs folded up onto the truck bed. In various embodiments, fourth loading state 740 shows transporter 101 in a fully collapsed configuration ready to be pushed into truck bed 701 or inside truck bed 731 (for a different truck configuration).

In various embodiments, at this point, the trailing edge detector 131 is in a locked state, thereby keeping the truck bed wheels 113a and 113b locked. Once the transporter 101 is pushed a small distance further into the truck, the trailing edge detector 131 enters an unlocked state, allowing the truck's trailer wheels 113a and 113b to roll freely and move further into the truck. At this stage, the rear wheels 102 may be pushed under the carrier rack so that the carrier 101 is fully folded and loaded onto a truck.

Fig. 8A-8D depict an exemplary unloading process of the transporter 101 from a truck bed. These steps are similar to, but opposite to, the step of loading the transporter 101 onto a truck bed.

FIG. 8A illustrates an exemplary first state of unloading the transporter of FIG. 1A from a truck bed. In various embodiments, the first unloaded state shows the carrier 101 in a fully collapsed and flat configuration on a truck bed.

In various embodiments, the configuration may include a transporter 101 loaded with various cargo, such as storage bins and power tools. The same processing steps are used to load/unload the transporter 101 onto/from the truck regardless of its cargo, making it easy for a single operator to move heavy loads with one hand operation. In this state, the operator may start pulling the conveyor 101 outwards from the truck, ready for a further step of unloading the conveyor.

Fig. 8B illustrates an exemplary second condition for unloading the transporter of fig. 1A from a truck bed, with the rear legs extending out. In various embodiments, the second unloaded state 810 shows the rear leg 102 pulled out by the rear leg handle 106 and ready for deployment on the ground.

In various embodiments, the trailing edge detectors 131 detect the edges of the truck bed 701 as they enter a locked state away from the edges of the truck bed 701. At this point, the truck bed wheels 113a and 113b are locked to prevent the possibility of rapid or abrupt unloading of the transporter 101 before the rear legs are deployed and locked in place while transporting heavy cargo. At this point, the outward movement of the transporter 101 is paused to allow the operator to deploy the rear legs 102 and lock them.

Fig. 8C illustrates an exemplary third condition of unloading the transporter of fig. 1A from a truck bed, with the rear legs folded down at the edges of the truck bed. In various embodiments, the third unloaded state 820 shows the rear leg 102 deployed on the ground and locked.

In various embodiments, the user/operator pulls the rear legs 102 out from under the transporter 101, extending them downward and resting on the ground. At this point, the spring loaded rear bracket lock 433 locks and couples the rear leg bracket 133 to the rear bracket nut 434, thereby preventing the rear wheel 102 from sliding relative to the double-threaded lead screw 121 and side sill 108 b. The operator must take further action to rigidly lock the rear leg 102 against rotation by hooking the rear leg strut 111 and coupling it with the rear strut hook 123. At this point, the rear legs 102 are fully and rigidly locked in place and are ready to carry the entire rear end weight of the carrier 101 and any cargo it may carry.

Fig. 8D illustrates an exemplary fourth condition of unloading the transporter of fig. 1A from a truck bed, with the front legs folded down from the truck bed. In various embodiments, the fourth unloaded state 830 shows the front legs deployed with the loading ramps 112a and 112b still taking on the front end load. As the transporter 101 is pulled out of the truck bed 701 and the front load is transferred from the loading ramps 112a and 112b to the front legs 103, the front legs 103 are simultaneously deployed to a fully upright position to carry weight. Simultaneously, the front leg strut rail 114 moves from the rearmost teeth of the front strut ratchet teeth 125 to the foremost teeth corresponding to the fully extended and upright position of the front legs 103. If, during movement from the rearmost tooth to the frontmost tooth, the loading ramps 112a and 112b accidentally slip off the edges of the truck bed 701, the next one of the intermediate teeth (between the rearmost and frontmost teeth) will act as a safety brake, engaging and locking the front leg strut rail 114, thereby causing the front legs 103 to lock in the intermediate deployed position (between fully folded and fully deployed) and preventing the front ends of the carriers from collapsing fully to the ground. The safety feature may prevent damage to the transporter and/or its cargo, and also prevent potential personal injury due to dropping of the weight.

It should be understood that the steps described in the process are not ordered and do not necessarily have to be performed or occur in the order described or depicted unless explicitly described or indicated. For example, step a in the process is described before step B in the same process, but may in fact be performed after step B. In other words, unless otherwise indicated, the set of steps in the process for achieving the end result may occur in any order.

Modifications may be made to the claimed invention in light of the above detailed description. While the above description describes in detail certain embodiments of the invention and describes the best mode contemplated, no matter how detailed the above appears in text, the claimed invention can be practiced in many ways. The details of the system may vary considerably in its implementation details, while still being encompassed by the claimed invention disclosed herein.

The use of particular terminology when describing certain features or aspects of the disclosure should not be taken to imply that the terminology is being redefined herein to be restricted to any specific characteristics, features, or aspects of the disclosure with which that terminology is associated. In general, the terms used in the following claims should not be construed to limit the claimed invention to the specific embodiments disclosed in the specification, unless the above detailed description section explicitly defines such terms. Accordingly, the actual scope of the claimed invention encompasses not only the disclosed embodiments, but also all equivalent ways of practicing or implementing the invention.

Those skilled in the art will understand that terms used herein, particularly in the appended claims (e.g., bodies of the appended claims), are generally intended as "open" terms (e.g., the term "comprising" should be read as "including but not limited to," the term "having" should be read as "having at least," the term "comprising" should be read as "including but not limited to," etc.). Those skilled in the art will further understand that if an intent is to introduce a specific amount of claim recitation, such intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases "at least one" and "one or more" to introduce claim recitations. However, even when the same claim includes the introductory phrases "one or more" or "at least one" and indefinite articles such as "a" or "an" (e.g., "a" and/or "an" should generally be interpreted to mean "at least one" or "one or more"), the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles "a" or "an" limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation; the same holds true for the use of definite articles used to introduce claim recitations. Furthermore, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of "two recitations," without other modifiers, typically means at least two recitations, or two or more recitations). Further, where a convention analogous to "at least one of A, B and C, etc." is used, such a construction in general is based on the understanding of the convention expected by one skilled in the art (e.g., "a system having at least one of A, B and C" would include but not be limited to a system having a alone, B alone, C, A and B alone, a and C both, B and C both, and/or A, B, C three, etc.). Where a convention analogous to "at least one of A, B and C, etc." is used, such a construction in general has been based on the understanding of the convention expected by one skilled in the art (e.g., "a system having at least one of A, B and C" would include but not be limited to a system having a alone, B alone, C, A and B alone, a and C both, B and C both, and/or A, B, C three, etc.). those skilled in the art will further appreciate that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase "a or B" will be understood to include the possibilities of "a" or "B" or "a and B". It is further understood that any phrase in the form of "a/B" shall mean "a", "B", "a or B" or any of "a and B". This structure includes the phrase "and/or" itself.

The above specification, examples and data provide a complete description of the manufacture and use of the composition of the invention. Since many embodiments of the invention can be made without departing from the spirit and scope of the disclosure, the invention resides in the claims hereinafter appended. It is also to be understood that the disclosure is not to be limited to the disclosed embodiments, but is intended to cover various configurations included within the spirit and scope of the broadest interpretation so as to encompass all such modifications and equivalent arrangements.

Claims (20)

1. A transporter, comprising:

Articulated front legs; and

An edge detection plate coupled with the articulated front leg, wherein the edge detection plate is constrained to move vertically upon forced contact with a dock edge.

2. The carrier of claim 1, further comprising a loading ramp coupled with the edge detection plate.

3. The single operator transport of claim 1, further comprising a front leg brace for locking the articulated front leg and coupled with the edge detection plate.

4. The carrier of claim 1, further comprising a carrier rack supported by the articulated front leg.

5. The transporter of claim 1, wherein the articulated front leg is telescoping.

6. The transporter of claim 1, wherein the articulated front leg is lockable by a front leg brace.

7. The transporter of claim 6, wherein the front leg brace comprises a crossbar constrained by the edge detection plate.

8. The carrier of claim 7, wherein the edge detection plate includes a slot having ratchet teeth to constrain the crossbar.

9. A transporter, comprising:

Articulated front legs;

a loading ramp coupled with the articulated front leg via a front leg strut, wherein the front leg strut locks the articulated front leg; and

An automatic edge detection plate coupled with the loading ramp.

10. The transporter of claim 9, further comprising a front leg ramp.

11. The transporter of claim 9, wherein the front leg brace comprises a crossbar to lock the articulated front leg.

12. The carrier of claim 11, wherein the automated edge detection plate includes a slot having ratchet teeth to constrain the crossbar.

13. The carrier of claim 12, wherein the ratchet teeth act as a safety brake to prevent accidental folding of the articulated foreleg.

14. The transporter of claim 11, wherein the automatic edge detector comprises a slot with ratchet teeth that act as a lock for the articulated front leg and as a safety brake during loading.

15. A transporter, comprising:

Load carrying carrier racks;

Articulated front legs; and

An automatic edge detector coupled to the articulated front leg.

16. The carrier of claim 15, further comprising a loading ramp coupled with the automatic edge detector.

17. The transporter of claim 15, further comprising a front leg brace having a crossbar releasably locked in place by the automated edge detector.

18. The transporter of claim 15, wherein the automated edge detector is constrained to move vertically when subjected to forces from an edge of a raised dock.

19. The transporter of claim 18, wherein the automated edge detector moves upward and releases the front leg strut rail when pushed.

20. The transporter of claim 19, wherein the released front leg strut rail allows the articulated front leg to automatically fold back during loading of the transporter onto the elevated dock.