GB2305910A

GB2305910A - Cargo container or deck

Info

Publication number: GB2305910A
Application number: GB9520523A
Authority: GB
Inventors: Philip John Sheward; Dennis Cornwell
Original assignee: Individual
Current assignee: Individual
Priority date: 1995-10-04
Filing date: 1995-10-04
Publication date: 1997-04-23
Also published as: GB9520523D0

Abstract

A cargo deck or platform 26 is preferably suspended and or supported from a frame or floor of a container by an air suspension system comprising at least two air bags 44 and one or more ride height valves 50 to control the level of the cargo deck relative to the frame and/or floor. The cargo deck 26 preferably has outwardly facing peripheral surfaces spaced from inwardly facing peripheral surfaces of the frame and/or floor, resilient means being mounted on one of the said surfaces in sliding contact with the other. The container may have roller shutter doors for access.

Description

CARGO CONTAINER OR DECK This invention relates to a cargo container or deck.

The container would normally be an ISO container and the background to the invention will be explained in relation to that.

Despite shock absorbing packaging, goods transported in, say, ISO containers are damaged from time to time, for example because of mishandling, or transport over rough terrain or through rough weather at sea.

Against this background, one aspect of the invention provides a cargo container or deck, comprising a frame and/or floor on which the container or deck stands; a cargo deck suspended from the frame and/or floor for vertical movement relative thereto; and means mounted on said cargo deck for securing cargo thereto.

The suspension of the cargo deck should reduce the shock loads on the cargo. The preferred form of the invention is an ISO container. Another form of the invention is a flat deck with no enclosure for the cargo.

In either case, the container or the deck is preferably provided with standard ISO corner flanges for attachment to twist locks.

It is desirable for very delicate goods to be transported by road on trucks or trailers having an air suspension but this is not always possible.

To reliably ensure the cargo has the desired air suspension, the cargo deck is preferably suspended from the frame and/or floor by an air suspension system comprising at least 2 air bags and one or more ride height valves to control the level of the cargo deck relative to the frame and/or floor.

The air suspension system may conveniently be a standard lorry suspension system.

When delicate goods are transported in ISO containers, it is necessary to pack shock absorbing materials between the container and the cargo. Very delicate goods usually have paper air bags packed between the container walls and the cargo, for example.

The cargo deck preferably has outwardly facing peripheral surfaces spaced from inwardly facing peripheral surfaces of the frame and/or floor, resilient means being mounted on one of said surfaces in sliding contact with the other.

The resilient material will reduce transmission of shock loads to the cargo deck. Since the cargo can be secured to the cargo deck, shock absorbing material between the container and the cargo may be avoided.

In a preferred form, the resilient means comprises one or more blades arranged around the entire periphery of the cargo deck to wipe the surface on which it slides so sealing the container against ingress of water.

The two parallel longitudinal blades may be formed integrally in a common strip of resilient material.

Preferably, the blades depend from a base portion and taper in cross section from a relatively wide portion at the base portion to a relatively narrow tip, a longitudinal void being formed in the base portion behind and/or between the blades. This construction allows the blades to engage the surface firmly and to be sufficiently deformable when relative movement between the surfaces reverses In a most preferred example, the resilient means is formed from silicone rubber.

In order to allow easy access to secure the cargo tc the floor, the container which has a front, a rear, and two opposed sides enclosing the cargo deck, preferably has means mounted on said cargo deck for securing a cargo thereto; and closable apertures in the two sides giving access to the cargo deck.

Recognising that this may in itself be a valuable feature, one aspect of the invention also extends to an ISO container, having a front, a rear, and two opposed sides enclosing a cargo deck; means mounted on said cargo deck fo securing a cargo thereto; and closable apertures in the two sides giving access to the cargo deck.

Most preferably the container includes roller shutters to close the apertures.

A resilient sealing strip is preferably fixed to th surround of the apertures and in sliding contact with the shutters.

An air line is preferably connected to supply compressed air to the air bags, the air line having a remote end fitting for connection to the trailer air supply of a tractor vehicle, the air line being coiled helically round mandrel which is pivotable between a stowed position generally parallel to the front of the container and an operative position generally at right angles to the front of the container.

In order to accommodate, e.g. both US and European tractor vehicles or trucks, two air lines are preferably provided having different connectors at their remote ends.

Recognising also that the strip sealing the cargo deck to the container and reducing the transmission of shocks therebetween is also valuable per se, another aspect of the invention also extends to a strip of resilient material, comprising two parallel longitudinal blades formec integrally in a common strip of resilient material, the blades depending from a base portion and tapering in cross section from a relatively wide portion at the base portion to a relatively narrow remote tip, a longitudinal void being formed in the base portion behind and/or between the blades An embodiment of the invention will now be described, by way of example, with reference to the accompanying drawings, in which:: Figure 1 is a side elevation, partly broken away, c an ISO container embodying the invention; Figure 2 is a cross section on arrows II-II in Figure 1 and showing the cargo deck partly broken away; Figure 3 is an elevation of the rear end of the container; Figure 4 is an elevation of the front end of the container; Figure 5 is a pictorial detail of a roller shutter of the container, showing a weather strip; Figure 6 is a cross sectional detail of the roller shutter and weather strip; Figure 7 is a pictorial detail of a ride height valve; Figure 8 is a detail of a control valve; Figure 9 shows the pneumatic circuit of the container, Figure 9A shows a pneumatic circuit of a second embodiment of the invention, Figure 10 shows a cross section through a seal for the cargo deck; and Figure 11 is a pictorial view of the seal in operation.

Referring to the drawings, the container 2 stands o a sub-floor comprising a frame having lower longitudinal bo: section members 4 and transverse box section members 6.

Standard ISO corner flanges 8 are provided in each corner for attachment to standard twist locks (not shown).

Box section vertical posts 10 at the corners and 12 in the centre of the long sides 14, together with upper longitudinal box section members 16 and transverse members 17 provide a frame which together with various doors, shutters and skins to be described, encloses the cargo. A roof is formed by a skin 18 welded flush with the top of the upper frame members 16 and 17. At its front, the container is closed by a skin 20 welded to the frame members 6, 10 anc 17 so that these lie outside the skin.

At its rear, the container is closed by more or less standard ISO container doors 22 hinged to the rear posts 10 by hinges 24.

A cargo deck 26 is suspended in the sub-floor frame, as will be described. Eye bolts 27 are provided around the periphery of the cargo deck so that a cargo can be secured to the floor. Packing between the cargo and the container sides may thus be avoided. To provide access for securing the cargo to the floor, the long sides 14 of the container are closed by roller shutters 28.

The roller shutters slide in channels provided between two members 30 welded to the adjacent post, e.g. 12 A fillet is provided by a further member 32. The shutter i sea led against ingress of weather on its vertical sides and at its top by weather strips shown 34 in Figures 5 and 6.

resilient sealing strip 36 is held in fixed sealing engagement with the member 32 and in sliding sealing engagement with the shutter 28, by a rigid strip 40 which i screwed to the surround, e.g. the post 12. The shutters ca be locked closed by a latch 42.

The cargo deck 26 is suspended for vertical movemer relative to the sub-floor by 4 air bags 44. Two upwardly facing channel section mebers 46 are secured transversely between lower longitudinal frame members 4, one towards each end. The channel section members 46 are received by corresponding downwardly facing channel section members 48, each secured to the cargo deck. The air bags 44 are retained in the box formed between the channel section members 46 and 48. Stops, not shown, are provided to limit the upward movement of the cargo deck 26 relative to the sut floor.

Inflating the air bags 44 suspends the cargo deck relative to the sub-floor, reducing transmission of shocks to the cargo. The degree to which the air bags are inflatec is controlled by 4 pneumatic ride height valves 50. The ai bags and ride height valves are preferably standard units used in air suspensions for lorries.

The pneumatic system will be explained with reference to Figures 7, 8 and 9.

Compressed air is supplied via a European connector 52 or a US connector 54, respective air lines 56, 58 and a change-over spool valve 60 to the pneumatic circuit. From the change-over valve 60 air is supplied via a non-return valve and governor 62 to a reservoir tank 64 located in the roof, see Figure 1. A pressure relief valve 63 is provided in communication with the reservoir to allow excess air pressure in the reservoir to be relieved.

A control valve 72 controls the supply of air frc the ride height valves 50 to the air bags 44. As shown in Figure 8, the control valve 72 is operated by a lever 73.

When the lever 73 is in position E, the system is vented to atmosphere, e.g. when the container is empty. In position E the air bags 44 are inflated via a governor 75 to lift the cargo deck to the stops. This position is used at sea so that the deck can move down but not up from the set position. This prevents gross movements which could occur in rough weather.

Position HL provides a high level for the cargo dec) determined by ride height valves 50 and is used in road transit. Position LL locks the system. Air is supplied from the reservoir 64 to air inlets 65 of the four ride height valves 50. Each ride height valve is operated by a pivotal arm 66 pivotally attached to the underside of the cargo deck 26 by a bracket 68. When the deck 26 falls below a preset level, in the position of any of the ride height valves, air is gated through the ride height valve to an aiz outlet 70 and thence via the control valve 72 to the air bags 44.

In an alternative embodiment shown in figure 9A air pipes 70A, 70B, 70C and 70C connect each air outlet 70 of each ride height valve 50A, 50B, 50C, 50D to one corresponding air bag 44A, 44B, 44C, 44D. Each air bag 44 i further communicated with an air discharge port (not shown) by means of the corresponding ride height valve 50 and an air discharge pipe 71A, 71B, 71C, 71D. When the lever 73 is set to position "HL" the ride height of the deck is determined by the arm 66. At a predetermined height the arm acts to cause the ride height valve 50 to close the air supply and discharge pipes 70, 71 to the air bags.However, if the height of the portion (corner) of the deck 26 corresponding to the arm 66 should fall below the predetermined height (as may occur due to shock or cooling) the ride height valve 50 opens a port communicating with the air supply pipe 70 to deliver air from the reservoir 64 which increases the air pressure in the corresponding air bag 44 so lifting the deck towards the predetermined height.

Conversely, if the lever 66 detects an increase in the height of the deck 26 the ride height valve will open the discharge port and the air in the bag 44 then discharges until the deck height is returned to the predetermined level. The predetermined height will in fact be a range so that the ride height valves 50 are not constantly opening and closing due to shock disturbances of the cargo. The predetermined height range will be set according to experience to ensure that the motion of the cargo deck 26 relative to the floor is sufficient to absorb any shock so that the cargo will not be damaged.

Containers are of course transferred between variou: forms of vehicle in transit. During the step of transfer when large shocks may occur due to careless handling the suspension system can rely upon its internal air reservoir 64. When travelling on a train, ship or aircraft the container will ordinarily be connected to a suitable compressed air supply provided on the vehicle. However, in some cases it may be necessary to provide an air compressor in or on the container.

The container having a suspended deck as described has a load bearing capacity less than that of a conventional ISO container. In the second embodiment the lever 73 may be set to a position "E. In this case each air discharge port in each ride height valve 50 is opened and the air supply tc the air bags is cut off so that the air bags are discharged.

The deck 26 then settles until it is resting upon the open section beams 46, 48. The suspension and levelling system is then disabled and the container has a load capacity equal te a conventional ISO container. This increases the productivity of the suspension container by allowing it to carry fragile cargo to a first destination and a heavier non-fragile cargo to the next destination.

Ideally, the cargo deck 26 should be sealed against the ingress of water and isolated from lateral shocks affecting the container. Both these functions may be provided by the seal illustrated in Figures 10 and 11.

The seal 74 is secured to inner faces 76 of the lower frame members 4 and 6, see Figure 2. Faces 78 of the cargo deck 26 are engaged by two parallel wiper blades of the seal, so sealing the frame to the deck. The blades 80 are formed integrally with and extend from a base portion 8 of a strip of resilient material, e.g. silicone rubber. Th blades taper from a wider section at the base member to a narrower section at their tips 84 and flex as shown to wipe the face 78 of the cargo deck. In the case shown in Figure 11 the deck is moving downwardly relative to the seal 74 and the wiper blades flex downwardly. The chamber 81 formed between the blades 80 and the peripheral face of the deck 26 may be filled with a silicone or other suitable grease to enhance the resilience of the seal 74. A void 85 is formed longitudinally in the base section 82 behind and between the blades.A steel longitudinal reinforcing member 86 is provided behind the void. The strip is secured to the faces 76 by screws 88, the heads of which are located in the void.

The reinforcing member 86 lends rigidity and strength to the base portion for securing the strip by screws. The void allows the base portion to deform sufficiently to absorb lateral movements of the frame members relative to the cargo deck and to allow the blades to reverse from the position shown in Figure 11 to a corresponding but oppositely flexed position when the direction of relative movement of the frame members and the cargo deck 26 reverses.

As may be seen by comparing Figures 1 and 4 the air lines 56 and 58 are carried outside the skin 20 but do not project beyond the posts 10. Each air line is carried on a respective mandrel 90. Each mandrel 90 is mounted at one end for pivotal movement about a post 92. A square detent (not shown) engages a square aperture (not shown) to lock the mandrel in one of two positions at right angles.

Lifting the mandrel on its post disengages the detent from the aperture, so allowing the mandrel to pivot from one position to the other. The mandrels are shown in the stowed, inoperative, position. For use to connect the system to the pneumatic system of a tractor vehicle, a mandrel is pivoted to its alternative position outwardly towards the reader in Figure 4.

Claims

1. A cargo container or deck, comprising a frame and/or floor on which the container or deck stands; a cargo deck suspended from the frame and/or floor for vertical movement relative thereto; and means mounted on said cargo deck for securing cargo thereto.

2. A container or deck, as claimed in claim 1, wherein the cargo deck is suspended from the frame and/or floor by an air suspension system comprising at least 2 air bags and one or more ride height valves to control the level of the cargo deck relative to the frame and/or floor.

3. A container or deck as claimed in claim 1 or 2, wherein the cargo deck has outwardly facing peripheral surfaces spaced from inwardly facing peripheral surfaces of the frame and/or floor, resilient means being mounted on one of said surfaces in sliding contact with the other.

4. A container as claimed in claim 3, wherein the resilient means comprises one or more blades arranged around the entire periphery of the cargo deck to wipe the surface on which it slides so sealing the container against ingress of water.

5. A container as claimed in claim 4, wherein two parallel longitudinal blades are formed integrally in a common strip of resilient material.

6. A container as claimed in claim 5, wherein the blades depend from a base portion and taper in cross section from a relatively wide portion at the base portion to a relatively narrow tip, a longitudinal void being formed in the base portion behind and/or between the blades.

7. A container or deck as claimed in any preceding claim wherein the resilient means is formed from silicone rubber.

8. A container as claimed in any preceding claim, having a front, a rear, and two opposed sides enclosing a cargo deck; means mounted on said cargo deck for securing a cargo thereto; and closable apertures in the two sides giving access to the cargo deck.

9. An ISO container, having a front, a rear, and two opposed sides enclosing a cargo deck; means mounted on said cargo deck for securing a cargo thereto; and closable apertures in the two sides giving access to the cargo deck.

10. A container as claimed claim 8 or 9, including roller shutters to close the apertures.

11. A container as claimed in claim 10 includinc a resilient sealing strip fixed to the surround of the apertures and in sliding contact with the shutters.

12. A container as claimed in any preceding claim, including an air line connected to supply compressed air to the air bags, and having a remote end fitting for connection to the trailer air supply of a tractor vehicle, the air line being coiled helically round mandrel which is pivotable between a stowed position generally parallel to the front of the container and an operative position generally at right angles to the front of the container.

13. A container as claimed in claim 12,including two air lines having different connectors at their remote ends.

14. A strip of resilient material, comprising two parallel longitudinal blades formed integrally in a common strip of resilient material, the blades depending from a base portion and tapering in cross section from a relatively wide portion at the base portion to a relatively narrow remote tip, a longitudinal void being formed in the base portion behind and/or between the blades.

15. A strip as claimed in claim 14, formed from silicone rubber.