GB2312661A

GB2312661A - Motor Vehicle Transportation

Info

Publication number: GB2312661A
Application number: GB9608941A
Authority: GB
Inventors: Per Holst Sorensen
Original assignee: TRETON DEVELOPMENTS Inc
Current assignee: TRETON DEVELOPMENTS Inc
Priority date: 1996-04-29
Filing date: 1996-04-29
Publication date: 1997-11-05
Anticipated expiration: 2016-04-29
Also published as: GB2312661B; EP0934176A1; WO1997041002A1; AU2385097A; GB9608941D0

Abstract

Apparatus 10 for use in loading and unloading motor vehicles to and from a container 12 comprises two wheel trolleys 20-1, 20-2 for supporting axially aligned wheels of a motor vehicle 200, two gantries 22-1, 22-2 each comprising means 26-1, 26-2 for supporting the respective trolleys 20-1, 20-2 and means for raising and lowering said supporting means 26-1, 26-2, and means 24 defining a track along which said gantries can be moved. The gantries 22-1, 22-2 are operable to position the supporting means 26-1, 26-2 in substantially aligned relationship with elongate rail means 28, 30, 32 provided in such a container whereby the trolleys 20-1, 20-2 can be moved into and out of said container on a substantially continuous track defined by said supporting means 26-1, 26-2 and such substantially aligned rail means 28, 30, 32 in the container.

Description

MOTOR VEHICLE TRANSPORTATION The invention relates to the transportation of motor vehicles by means of containers and more particularly to the loading and unloading of motor vehicles to and from containers.

The advantages obtained by transporting motor vehicles in containers are recognised in We88/05001 and the present applicant's co-pending United Kingdom patent application GB 9503988.9. Problems associated with the transportation of motor vehicles in containers are avoiding damage to the vehicle body during loading and unloading and achieving efficient loading/unloading times.

An object of the invention is to provide an improved apparatus for loading and unloading motor vehicles to and from a container.

Accordingly the invention provides apparatus for use in loading and unloading motor vehicles to and from a container, said apparatus comprising a wheel support means for supporting axially aligned wheels of a motor vehicle, a positioning means comprising means for supporting said wheel support means and means for raising and lowering said supporting means, and means defining a track along which said positioning means can be moved, said positioning means being operable to position said supporting means in substantially aligned relationship with elongate rail means provided in such a container whereby said wheel support means can be moved into and out of said container on a substantially continuous track defined by said supporting means and such substantially aligned rail means in the container.

Preferably, the positioning means comprises drive means by which it is driveable along said track defining means.

The drive means may comprise a hydraulic motor.

Preferably, the drive means comprises gear means inter-engageable with rack means defined in or provided on said track defining means Preferably, the raising and lowering means comprises a jigger winch.

Preferably, the apparatus comprises two said positioning means each of which is operable for positioning a respective wheel support means.

Advantageously, the apparatus comprises control means for said two positioning means, said control means being operable to selectively cause said two positioning means to be driven along said track defining means separately of each other or in tandem.

The control means is preferably operable to selectively cause the respective raising and lowering means of said two positioning means to raise or lower the respective said supporting means either separately of each other or in tandem.

Preferably, the track defining means defines a two-rail track and the or each said positioning means comprises a generally U-shaped frame comprising opposed leg portions each having a free end provided with means for cooperably engaging respective rail means of said track defining means.

The wheel support means preferably comprises at least one driven wheel at either side thereof.

Advantageously, the wheel support means comprises gear means connected with said driven wheels and adapted to releasably receive a drive motor.

The apparatus for loading and unloading motor vehicles to and from a container may be mounted on chassis means connectable with a tractor to form an articulated truck, said loading and unloading apparatus being mounted at the rear end of the said trailer whereby to allow a container to be positioned forwardly of said apparatus on said trailer.

In order that the invention may be well understood, an embodiment thereof, which is given by way of example only, will now be described with reference to the accompanying drawings, in which: Figure 1 is a schematic perspective view of an apparatus for loading and unloading motor vehicles to and from a container mounted on a trailer chassis and in use; Figure 2 is a side view of the apparatus and trailer of Figure 1 showing the container fully loaded; Figure 3 is a plan view of a wheel support means of the trailer in Figure 1 supported by supporting means of the loading and unloading apparatus; Figure 4 is an enlarged view of locking means of the wheel support means; Figure 5 is an end view of the locking means; Figure 6 shows a portion of a rail member for the container; Figure 7 is a plan view of positioning means of the loading and unloading apparatus; Figure 8 is a partial side view of the positioning means of Figure 7 looking in the direction A indicated in Figure 7; Figure 9 is a section on IX-IX in Figure 8; and Figure 10 is a section on X-X in Figure 8.

Referring to Figure 1, an apparatus 10 for use in loading and unloading motor vehicles to and from a container 12 is shown mounted on a chassis means in the form of a trailer 14 which together with a tractor 16 forms an articulated truck.

The apparatus 10 comprises two wheel support means in the form of trolleys 20-1, 20-2 for supporting axially aligned wheels of a motor vehicle, two positioning means in the form of gantries 22-1 and 22-2 and means 24 defining a track along which the gantries can be moved. The gantries 22-1 and 22-2 are provided with means 26-1, 26-2 for supporting the respective trolleys 20-1, 20-2 and are operable to position the trolleys supported by the supporting means in substantially aligned relationship with rail means 28, 30, 32 of the container 12 whereby the trolleys 20-1, 20-2 can be moved into and out of the container 12 on a substantially continuous track defined by the supporting means and aligned rail means 28, 30, 32.

The container 12 which is preferably an "ISO 40 foot high cube container" has the rail means 28, 30, 32 removably fitted adjacent opposite lengthwise extending sides 33 thereof. The rail means 28, 30, 32 are disposed in upwardly spaced apart relationship and each comprise a plurality of elongate generally Ushaped members arranged in end-to-end relationship to provide respective two-rail tracks for the trolleys 20. The rail means 28, 30, 32 extend substantially along the length of the container from a region of a container which includes an end of the container which defines an opening 34 thereinto.

As shown in Figure 2, the container is provided with support means 36 for supporting the rail members of the rail means 28, 30, 32. The support means comprises a plurality of generally rectangular section members 36 fitted in opposed relationship to the sides 33 of the container at spaced apart locations along the length of the container. As described and illustrated in GB 9503988.9 the sides 33 of the container comprise corrugations and the support members 36 are disposed in recess portions of these corrugations.

The support members 36 are each provided with a plurality of apertures which are regularly spaced apart along the length thereof. The rail members of the rail means 28, 30, 32 are provided with hook-like portions which are insertable into the apertures of the support members 36 whereby vertical the spacing between the respective rail members of the rail means 28, 30, 32 can be adjusted. This arrangement is not shown in detail in the drawings and for a detailed description thereof attention is directed to GB9503988.9.

As shown in Figure 6, the rail members of the rail means 28, 30, 32 are provided with apertures 38 which are cooperable with locking means 42 (see Figures 4 and 5) of the trolleys 20-1, 20-2 for locking the trolleys in a desired position within the container 12 as described in more detail hereinbelow.

The gantries 22-1, 22-2 are substantially identical in construction and accordingly the description which follows which will refer to a single gantry 22 can be taken to apply to both unless otherwise stated.

Referring to Figures 7 to 10, the gantry 20 comprises a generally U-shaped frame which carries the supporting means 26 and a means for raising and lowering the supporting means. The gantry is additionally provided with drive means by which it can be driven along the track defining means 24.

The U-shaped frame of the gantry 22 is defined by two generally U-section vertically disposed legs 50 which are interconnected by a cross-member 52. The cross-member 52 is provided with an upstanding wall 54 which extends about its periphery. This wall 54 together with the uppermost surface 57 of the crossmember 52 defines a recess in which is housed various components of the drive means and the raising and lowering means.

The supporting means 26 comprises two generally U-section rail members, one associated with each leg 50. The rail members preferably have the same section as the rail members of the container rail means 28, 30, 32. The rail members of the supporting means 26 are provided with apertures 56 which have the same shape as the apertures 38 of the container rail means 28, 30, 32 whereby the trolleys 20 can be locked in place by the locking means 42 during raising and lowering of the supporting means 26.

The rail members of the supporting means 26 are fixed, for example by welding, to respective plates 58. As shown in Figure 9, the plates 58 are provided with guide members 60 which are arranged to cooperate with flange portions 62 of the legs 50 for guiding the supporting means 26 during raising and lowering movement thereof. Although not shown, it will be appreciated that the guide members 60 or flange portions 62 may be fitted with bearing pads for facilitating relative sliding movement therebetween.

Such pads could be made of a plastics material such as dukadan.

The plates 58 are each provided with an anchor fixing 64 shown in Figure 9 by means of which a respective cable 66, 74 of the raising and lowering means is fixed to the plate 58.

Referring particularly to Figure 7, the raising and lowering means comprises a jigger winch which is a device known to those skilled in the art. The jigger winch comprises a hydraulic ram 70, an arrangement of pulleys 72 and the respective cables 66, 74 for the opposed supporting means 26. The cables 66, 74 have their ends which are opposite to the ends fixed to the plates 58 anchored to the crossmember 52 by means of respective anchoring devices 76, 78. Respective apertures 80 are provided one on each side of the cross-member 52 through which the cables 66, 74 can pass to the respective plate anchor fixings 64. The cables 66, 74 are indicated only partially and the pulley arrangements 72 have been indicated only schematically for the purpose of simplifying Figure 7 and since the skilled will have no difficulty in arriving at a suitable arrangement of pulleys and cables such that movement of the hydraulic ram 70 causes the rail members of the supporting means 26 to be simultaneously raised or lowered according to the direction of movement of the ram.

The drive means for the gantry 20 comprises a hydraulic pump 84 and a hydraulic motor 86 which is driven by the pump. The pump 84 and motor 86 are mounted to the cross-member 52. The pump 84 also provides pressurised hydraulic fluid for driving the hydraulic ram 70.

The hydraulic motor 86 drives a pair of drive shafts 88, 90 via a gearbox 92. The shafts 88, 90 are connected at their outer ends to respective gearboxes 94, 96 by means of which they drive respective vertically orientated drive shafts 98 associated with the legs 50. As best illustrated by Figure 10, the drive shafts 98 extend over the length of the respective legs 50 beyond the free ends thereof and are drivingly connected by means of respective further gearboxes 99 with respective pinion gears 100. The pinion gears 100 inter-engage with racks 102 provided on the track defining means 24 whereby the gantry can be driven along the track defining means according to the direction of rotation of the hydraulic motor 86.

Referring to Figures 1, 8 and 10, the track defining means 24 comprises two composite rail structures arranged on the trailer 14 to define a tworail track for the gantries 22-1, 22-2. The composite rail structures each comprise an elongate box-section base member 104. The rack 102 which extends over the length of the base member 104 is fixed onto an elongate member 106 which has a generally rectangular cross-section and is in turn fitted to the base member 104. A generally L-shaped member 108 is fitted to the base member opposite the rack 102 and likewise extends over the length of the base member. The L-shaped member 108 together with the rack 102 and member 104 defines a channel 110 which extends in the lengthwise direction of the base member 104.

The channel 110 is adapted to receive an extension member 112 of the respective leg 50. The pinion 100 and the gearbox 99 of the leg 50 are mounted on the extension member 112. Additionally, a plurality of wheels 114 are mounted to the extension member 112. The wheels 114 are arranged to run on a surface 116 of the L-shaped member and bear the weight of the gantry 22 and the trolleys 20 and only motor vehicle supported thereon. It will be appreciated that the pinions 100 do not have a load bearing function and serve only to drive the gantry along the track defining means 24.

As shown in Figure 1 the gantry 20-2 is provided with a control panel 150 which is operably connected with the hydraulic ram, pump and motor of each of the gantries. By means of the control panel 150 an operative can cause the supporting means 26 of the gantries to be raised or lowered and selectively cause the gantries to be driven along the track defining means 24 separately or in tandem.

It will be appreciated that if desired both gantries can be provided with a control panel 150 to improve the flexibility of the system or alternatively, only the gantry 20-1 may be provided with a control panel for the two gantries.

The trolleys 20-1, 20-2 are of identical construction and accordingly in the description which follows which refers to one such trolley 20 can be taken to apply to both unless otherwise stated.

Referring to Figures 3 to 5, the wheel support trolley 20 comprises a generally rectangular frame 160 provided with four wheels 161, 162, 163, 164 which are arranged so as to be able to run on the rail members of the supporting means 26 and the container rail means 28, 30, 32 within the channel defined by each rail member.

The wheels 161, 163 are idler wheels mounted on respective axles 165, 166. The wheels 162, 164 are driven wheels mounted on respective drive shafts 167, 168 which are connected at their innermost ends to a gearbox 170. The gearbox 170 is adapted to detachably mount an electrically powered motor unit 172 which provides the drive for the wheels 162, 164.

The trolley 20 is additionally provided with wheels 174, 176 mounted at either side of the rectangular frame 160 and having their respective axes of rotation disposed perpendicular to the axis of rotation of the wheels 162, 164. The wheels 174, 176 are mounted so as to be engageable with the uppermost arms of the U-shaped rail members of the supporting means 26 and container rail means 28, 30, 32 (see for example the uppermost arm 178 of the supporting means 26 in Figure 8). The arrangement is such that there is usually a clearance between the wheels 174, 176 and the uppermost arm of the adjacent rail member so that as the trolley moves along the two-rail track, the wheels are not necessarily in continuous engagement with the rail members. In use the wheels 174, 176 limit transverse movement of the trolley 20 relative to the rail members and thus function as guide means for the trolley.

In practice, it is envisaged that the wheels 161 to 164 will comprise a cast iron wheel with a polyurethane tyre and the wheels 174, 176 will be plain cast iron wheels.

A respective platform 178, 180 for a wheel of a motor vehicle is provided towards each side of the trolley. The platforms are spaced apart such that axially aligned wheels of a motor vehicle can be supported on the trolley 20.

The locking means 42 of the trolley 20 are indicated schematically in Figure 3 and shown in detail in Figures 4 and 5. The locking means 42 are releasably engageable with the apertures 38, 56 of the rail members of the supporting means 26 and container rail means 28, 30, 32 (respectively shown in Figures 6 and 8) for locking the trolley in a desired position.

As shown in Figure 4, the locking means each comprise a respective locking member 42 mounted to each side of the trolley frame 160. The locking members 42 are rotatable between locked and released positions by means of respective levers 184 mounted at the inboard ends of the locking members. In a released condition the locking member can be inserted into or withdrawn from the apertures 38, 56 and in a locked condition such withdrawal is prevented.

Referring to Figure 6, the apertures 38, and likewise the apertures 56, each comprise a first slot 186 which extends in the axial direction of the rail member and a second slot 188 which bisects and is inclined relative to the first slot.

The locking members 76 each comprise a generally rectangular end portion 190 which can be received in either of the slots 186, 188. In order to lock the trolley in position, the locking member 42 is slid axially in a direction outwardly of the trolley to enter and engage in a slot 38, 56. The locking member 42 is provided with a rectangular section rib 192 which is engageable in a slot (not shown) in the frame 160. The engagement of the rib 192 in the slot prevents rotation of the locking member and orientates the member for entry into the first slot 186 of the aperture 38, 56 to be engaged. Once the locking member has moved in the direction of the aperture 38, 56 a predetermined distance, the rib 192 fully emerges from the slot therefor. With the rib 192 thus disengaged, the locking member is rotatable by means of its lever 184 to bring the end portion 190 into alignment with the second slot 188 as indicated in Figure 6. In this position, the locking member 42 the rib 192 is out of alignment with its mating slot in the frame so that the member cannot be withdrawn from the aperture 38, 56. The lever can be secured to the frame 160 by means of a locking pin or the like to prevent accidental release of the locking member in transit.

In order to release the locking member 42, its lever 184 has to be rotated to bring the end portion 190 into alignment with the first slot 186 and thus the rib 192 into alignment with its mating slot in the frame 160. In this, the release position of the locking member, the end portion 190 can be withdrawn from the aperture 38, 56 to allow movement of the trolley 20. Diagonally opposite edges 196 of the end portion 190 are rounded to provide clearance which allows rotation of the end portion within the aperture 38, 56.

The trailer 14 has a 53 foot (approximately 16 metres) chassis of the type commonly used in the United States of America. A 53 foot trailer can readily accommodate in "ISO 40 foot high cube container" and the apparatus 10. Such a container can, for example, house four saloon (sedan) or estate cars. It is envisaged that the apparatus 10 can be suitably used in conjunction with such a container in an arrangement such as that shown in Figures 1 and 2 on trailers having a length in excess of 48 feet (approximately 14.6 metres).

The trailer 14 is preferably provided with at least one outrigger 208 on which an operative can stand for operating the control panel 150 and by means of which he/she can stand clear of the apparatus 10 during the process of moving motor vehicles into and out of the container 12.

As shown in Figure 2 the apparatus 10 is mounted at the rear of the trailer 14 and the container 12 is mounted forwardly of the apparatus 10.

The unloading of motor vehicles from the container 12 mounted on the trailer 10 will now be described with particular reference to Figures 1 and 2. As shown in Figure 2 the container 12 contains four motor vehicles 200, 202, 204, 206 one of which is depicted in Figure 1 during the unloading process.

In order to unload the vehicle 200 from the container, the operative must first enter the container to release the locking members 42 of the trolleys 20-1, 20-2 on which the motor vehicle is supported. It is envisaged that in practice only the trolley 20-1 stationed nearest the container opening 34 will actually be locked in position since the locking members 42 of the trolley 20-2 will be relatively difficult to access. At the same time the operative will connect a motor unit 172 to the gearbox 170 of the trolley 20-1. The operative can control the motor unit 172 by means of a control unit electrically connected with the motor unit which it is envisaged will be driven from the electrical system of the truck.

The gantries are then moved to the container opening 34 and their respective jigger winches are operated in order to bring the rail members of the supporting means 26-1, 26-2 into alignment with the rail members of the container rail means 28. In this way a substantially continuous two-rail track for the trolleys 20-1, 20-2 is provided. The motor unit 172 is then operated to provide drive to the wheels 162, 164 of the trolley 20-1 causing the vehicle 200 to be moved out of the container on the supporting trolleys 20-1, 20-2 until the trolley 20-1 is supported on the supporting means 26-1. The trolley 20-1 is then locked in place on the supporting means 26-1 by means of its locking members 42. The operative then operates the control panel 150 to cause the gantry 221 to move away from the container along the track defining means 24. It will be appreciated that this will cause the vehicle 200 to be pulled from the container on the trolleys 20-1, 20-2. Once the trolley 20-2 is supported on the supporting means 26-2 of gantry 20-2, the motor vehicle should be clear of the container. At this stage, if necessary, the trolley 20-2 can be locked in place on the supporting means 26-2 and the gantries 22-1 and 22-2 driven in tandem to move the motor vehicle further away from the container.

Once the motor vehicle has been removed from the container, the lashings by means of which it is secured to the trolleys 20-1, 20-2 can be accessed and released. The unloading of vehicle 200 can then be completed by driving the vehicle off of the trolleys 20-1, 20-2 and down ramps 210 provided at the rear of the trailer. The ramps 210 shown in Figure 1 are detachable ramps which can simply be hooked onto the end of the trailer 14. However, if desired the trailer 14 can be provided with an integral ramp system such as that described with reference to Figures 2 and 10 of GB9503988.9 which is incorporated herein by reference.

In order to remove the vehicle 206 the operative should remove the trolleys 20-1, 20-2 from the supporting means 26-1, 26-2. The locking members 42 of the trolley 20 supporting the front wheels of the vehicle 206 should then be released (it is assumed in this case that the trolley supporting the rear wheels will not have been locked in place - however, if necessary this trolley should also be unlocked). The motor unit 172 is then fitted to one of the trolleys 20 supporting the vehicle 206, preferably the trolley disposed closest to the container opening 34.

The next stage is to move the gantries 22-1, 22-2 along the track defining means 24 to positions adjacent the opening 34. The supporting means 26-1, 26-2 are raised to bring them into alignment with the rail members of the uppermost of the container rail means 32. The operative then operates the motor unit 172 to cause the vehicle 206 on its supporting trolleys 20 to be driven out of the container along a substantially continuous two-rail track defined by the rail members of the rail means 32 and supporting means 26-1, 26-2. When the trolley 20 supporting the front wheels of the vehicle 206 is being supported by the supporting means 26-1 the operative then locks that trolley to the supporting means 26-1 by means of its locking members 42. The supporting means 26-2 can then be lowered into alignment with the rail members of the container rail means 30 and the gantry 22-1 driven along the track defining means 24 to cause the vehicle on its supporting trolleys 20 to be dragged from the container. Once the trolley supporting the rear wheels of the vehicle 206 has been moved onto the supporting means 26-2, the supporting means 26-1, 26-2 can be lowered to bring the vehicle down to the level of the trailer bed. At this stage or, if preferred before lowering of the supporting means, the lashing by which the vehicle 206 is secured to the trolleys 20 can be released allowing the vehicle to be driven off of the trailer 14.

In order to complete the unloading process, the vehicle 202 is unloaded after the vehicle 206 followed by the vehicle 204. It will be appreciated that the method of unloading the vehicle 202 essentially corresponds to the method of unloading the vehicle 200 and the method of unloading the vehicle 2C4 essentially corresponds to the method of unloading the vehicle 206.

Loading of motor vehicles into the container 12 can be accomplished essentially by reversing the unloading process. For example, for loading purposes, the first vehicle to be moved into the container will be the vehicle 204. The gantries 22-1, 22-2 should be positioned on the bed of the trailer 14 so as to be spaced apart approximately the same distance as the axles of the vehicle 204 and a trolley 20-1, 20-2 fitted to the respective supporting means 26-1, 26-2.

At least the trolley 20-1 should be locked in place by means of its locking members 42. The vehicle can then be driven up the ramps 210 and positioned such that its wheels are supported by the trolleys 20-1, 20-2.

The gantries 22-1, 22-2 and their respective hydraulic rams 70 can then be operated to bring the rail members of the supporting means 26-2 into alignment with the rail members of the upper container rail means 32 such that they define a substantially continuous two-rail track.

The gantry 22-1 can then be driven towards the container 12 pushing the vehicle 204 on its supporting trolleys 20-1, 20-2 into the container. Once the gantry 22-1 has been brought up close to the gantry 22-2 their respective hydraulic rams 70 are operated to bring the rail members of the supporting means 261, 26-2 into alignment with the rail members of the container rail means 30 so as to define a substantially continuous two-rail track. A motor unit 172 can then be fitted to the gearbox 170 of the trolley 20-1 and the locking members 42 of that trolley released. The trolley 20-1 can then be driven into the container 12 by means of the motor unit 172 causing the vehicle on the trolleys 20-1, 20-2 to be transported into the container 12. Once in the desired position the trolley 20-1 can be locked in place by means of its locking members 42 and the motor unit 172 removed. In this way, the vehicle 204 is safely loaded and stowed in the container and the next vehicle, vehicle 202, can then be loaded into the container.

Once the vehicles are loaded into the container, they do not need to be further handled or moved between leaving the factory and being unloaded at the point of delivery. Thus whilst in transit, the vehicles can remain secured within the container protected against impact and corrosion damage. It will also be appreciated that the loading/unloading of the vehicles can be accomplished by a lone operative who is required merely to connect and disconnect the motor unit 172 with the trolleys 20, operate the gantries and lock or unlock the locking members 42.

Movement of the vehicles in general can be accomplished merely by operation of the motor unit 172 and the gantries 22-1, 22-2. Directional control during the loading/unloading processes is provided by the rail members of the container 12 and the supporting means 26. Therefore, during the loading/unloading process, the operative does not need to enter the motor vehicle particularly whilst it is in the container other than to drive the vehicle onto or off of the trailer 14. Accordingly there is little or no danger of the doors or other panels of the motor vehicle being damaged by collision with the container or the rail means therein. It will be appreciated that if desired the motor vehicles could be dragged onto and off of the trailer 14 by a suitable winch system rather than by actually driving the vehicle.

The skilled person will have no difficulty in envisaging a suitable winch system and accordingly such will not be described herein.

It will be appreciated that the apparatus 10 provides considerable flexibility so that motor vehicles and the trolleys 20 on which they are supported can readily be brought into a position in which they can be moved into the container 12 along the rail means thereof. The rail means of the container as described above can be adjusted heightwise to allow the most efficient accommodation of motor vehicles of varying sizes and the operation of the apparatus 10 is not adversely affected by any changes made to the height-wise disposition of the container rail means, ie. no special adjustment of the gantries 20 is required in response to modifications in the arrangement of the container rail means.

It will be understood that the loading/unloading apparatus is not limited to the particular configuration shown in Figure 1 or to use mounted on a trailer of a truck. For example, particularly in Europe where the trailers in common use are not of sufficient length to mount an "ISO 40 foot high cube container" and a loading/unloading apparatus 10, the loading/unloading apparatus 10 can be configured as a free standing unit which could be positioned on a platform of a loading bay such that the track defining means 24 is substantially level with the bed of the trailer 14. In the case of a free standing unit, the base members 104 of the track defining means 24 can be interconnected by cross-members to provide a rigid structure and ensure the correct spacing therebetween.

A free standing apparatus may be provided with wheels to allow it to be easily positioned adjacent a container which is to be loaded or unloaded and jacking means by which it can be moved into a position where it is not supported by those wheels during the loading/unloading process in order to provide the necessary stability.

It will also be appreciated that if it is not possible to provide an apparatus 10 on the trailer of an articulated truck such as that shown in Figure 1, vehicles could still be unloaded from such a container whilst it is in position on the trailer by configuring a free-standing unit with gantries having sufficient height to raise and lower vehicles between ground level and the uppermost rail means of a container on the trailer. Such a unit may be most suitable for supply to car dealers in Europe.

It will be understood that the apparatus 10 may comprise only one gantry 22. This is not preferred since the provision of two gantries provides greater flexibility, ease of use and allows faster loading and unloading.

It will also be understood that the drive means for the gantries is not limited to hydraulic motors and for example electrically powered motors may be used instead.

It will be appreciated that the gantries may use alternative arrangements of raising and lowering means for the supporting means 26. For example, a generally vertically orientated hydraulic ram may be provided in association with each leg 50 for raising and lowering the respective supporting means.

Claims

CLAIMS:

1. Apparatus for use in loading and unloading motor vehicles to and from a container, said apparatus comprising a wheel support means for supporting axially aligned wheels of a motor vehicle, a positioning means comprising means for supporting said wheel support means and means for raising and lowering said supporting means, and means defining a track along which said positioning means can be moved, said positioning means being operable to position said supporting means in substantially aligned relationship with elongate rail means provided in such a container whereby said wheel support means can be moved into and out of said container on a substantially continuous track defined by said supporting means and such substantially aligned rail means in the container.

2. Apparatus as claimed in claim 1, wherein said positioning means comprises drive means by which it is driveable along said track defining means.

3. Apparatus as claimed in claim 2, wherein said drive means comprises a hydraulic motor.

4. Apparatus as claimed in claim 2 or 3, wherein said drive means comprises gear means inter-engageable with rack means defined in or provided on said track defining means.

5. Apparatus as claimed in any one of claims 1 to 4, wherein said raising and lowering means comprises a jigger winch.

6. Apparatus as claimed in any one of the preceding claims, comprising two said positioning means each of which is operable for positioning a respective wheel support means.

7. Apparatus as claimed in claim 6 when dependent on claim 2, comprising control means for said two positioning means, said control means being operable to selectively cause said two positioning means to be driven along said track defining means separately of each other or in tandem.

8. Apparatus as claimed in claim 7, wherein said control means is operable to selectively cause the respective raising and lowering means of said two positioning means to raise or lower the respective said supporting means either separately of each other or in tandem.

9. Apparatus as claimed in any one of the preceding claims, wherein said track defining means defines a two-rail track and the or each said positioning means comprises a generally U-shaped frame comprising opposed leg portions each having a free end provided with means for cooperably engaging respective rail means of said track defining means.

10. Apparatus as claimed in any one of the preceding claims, wherein said wheel support means comprises at least one driven wheel at either side thereof.

11. Apparatus as claimed in claim 10, wherein said wheel support means comprises gear means connected with said driven wheels and adapted to releasably receive a drive motor.

12. Apparatus for use in motor vehicle transportation comprising an apparatus for loading and unloading motor vehicles to and from a container as claimed in any one of the preceding claims mounted on chassis means connectable with a tractor to form an articulated truck, said loading and unloading apparatus being mounted at the rear end of the said trailer whereby to allow a container to be positioned forwardly of said apparatus on said trailer.

13. Apparatus for use in loading and unloading motor vehicles to and from a container substantially as hereinbefore described with reference to the drawings.

14. A truck provided with apparatus for use in loading and unloading motor vehicles to and from a container, which apparatus is as claimed in any one of the preceding claims.