GB2347914A - Shrink-wrapping of vehicles - Google Patents

Abstract

A vehicle 10 is shrink-wrapped within the confines of a container or containerised load environment 30. The wrapping may be an overlay 60 or an overlay 12 in combination with an underlay 11. Such an overlay may be a unitary element or plural inter-fitting portions and may be tailored to a particular vehicle model. The wrapping may be reinforced and have ventilation apertures and may comprise an interwoven matrix. It may be pre-folded ready for deployment. Underlay 11 may be disposed on a deck 21 before a vehicle is driven thereon, and may include extensions for folding up over the vehicle to form the overlay 12. Alternatively, a separate overlay may then be joined to the underlay. Wrapping sheets may be secured to the deck 21 through localised sheet insertion into apertures (42, Fig 15) with fasteners (56). Multiple vehicles may be packaged collectively in a common wrap.

Description

Containerised Vehicle Shrink-Wrapping This invention relates to vehicle load protection, for transportation and storage.

Protection is envisaged as temporary measure, to preserve surface finishes from soiling and degradation by atmospheric grime, moisture or superficial contact damage, and for security by concealing the vehicle and its contents.

Shrink-wrapping is a well-developed load packaging technique, particularly when applied to bulk wrapping of multiple stacked products, including palletised loads.

Generally, continuous strips of shrink-wrap thin sheet material are wound around a load. Heat is then applied, to soften the material, and fuse together the overlapping wrap layers-drawing the integrated wrap into close (r) conformity with a load.

Prior Art Vehicle shrink-wrapping is also known-for example, US 3653497, FR 2617124, DE 2118853 and W096/11804. These envisage various vehicle covers or wraps, but do not specifically address shrink-wrap deployment, after (vehicle) loading, or within container confines. Thus, structural encumbrances, such as load decks, upstanding walls and support posts, impede access for wrapping.

Statement (s) of invention Patch According to one aspect of the invention a shrink-wrap patch, or hood, is constituted as an overlay, canopy, wrap, sheath, pocket, shroud, drape, cocoon, pod, or pouch, and comprises either a unitary element, or plurality of co-operatively inter-fitting portions, either free-form, or at least partially sized, shaped, or otherwise pre-formed or pre-configured, to reflect, in part or overall, the character, outline, profile, shape, contour, or size, of an individual or collective (containerised) vehicle load to be wrapped, and configured for disposition and deployment, within the confines of a container, or containerised load environment.

A patch could embody localised stiffening or profiling elements, such as ribs, seams, webs, and/or localised'relief slits or cut-outs, and/or gussets, to ready the patch for installation and to promote conformity of fit once installe. Patch pre-configuration could be adapted to suit deployment from above, side or end.

A patch could comprise a matrix array of interwoven strips or webs-dispensed, by unwinding and severing from a (conveniently, common) master'source'roll or stack.

Alternatively, diverse strip widths, lengths and densities or thicknesses could be combined. Similarly, various weave patterns could be employed-say in the manner of woven fabric, to impart desired overat) properties, creating a larger-scale wrap from multiple, smaller individual elements, themselves more readily manipulated in a confined environment.

Either or both the patch and its means of installation are adaptable for disposition around or between container structural encumbrances. Thus a'patch'could allow partial and localised load enclosure, or wrap. Effectively, once installed, the (fitted) patch, or hood, forms a bespoke vehicle'cocoon', of shrink-wrap sheet fabricaffording protection and disguise, whilst inhibiting vehicle access. It is envisaged that the cocoon would remain in place for as long as a vehicle was'in transit'.

Method According to another aspect of the invention, a method of shrink-wrapping a vehicle, comprises the steps of: positioning a vehicle load upon a load support platform, such as a container deck; securing (by, say, lashing or tension ties) the vehicle load to the platform ; erecting, as a hood, a pre-formed patch of shrink-wrap sheet material, either as a unitary item, or a plurality of co-operatively inter-fitting portions; deploying the erected hood, or mutually juxtaposed hood portions, over the load, and within the confines of the container; applying localised heat to the hood, or hood portions, in order to shrink, at least a part of it, into closer conformity with the load contour.

According to a further aspect of the invention, a method of shrink-wrapping a containerised vehicle, comprises laying out an underlay, or ground sheet, of shrink-wrap material, upon a support surface, in a container; moving a vehicle over the under-lay ; applying an overlay of shrink wrap upon the vehicle ; bringing together corresponding ends of the upper and lower layers ; applying heat, to join the upper and lower layers, as an integrated enclosure, wrap or vehicle package.

Overlay vs Underlav An overlay could suffice, primarily for the top and sides of a (vehicle) load-but could tuck (say, marginally) under the lower side edges of a vehicle.

Altematively, both a full underlay and full overlay can together provide an overall wrap.

Moreover, an overlay could be a contiguous extension of an underlay.

An overlay could be severed from an underlay, after its role in containerised load protection, and enjoy future re-use as a (dedicated) removable vehicle cover.

Severance along a localised reinforcement line, would leave a re-usable cover with an integral edge-reinforcement, resistant to tearing or fraying.

Where an underlay is employed, multiple vehicles could be moved, successively in tandem, to rest upon a common, or contiguous, underlay sheet, and covered with a common, or contiguous, upper overlay sheet (say, carried as a return from one end, or one side, of the lower layer) and shrunk together in an integrated package.

Tie Down An overlay, with or without an underlay, could be tied down to a (vehicle) load, and/or a load platform or deck, either directly by, say, localised insertion through deck apertures, using optional fasteners, or indirectly, say, through tension cords or straps.

The shrink-wrap itself might be used as part of a vehicle restraint or tie down, possibly with localised reinforcement patches or eyelets for fasteners, or gathered into localised tie-down bunches at the lower sheet edges.

A draw cord or strap could be threaded through eyelets disposed around the sheet periphery, allowing a wrap to be pre-gathered into a bundle. The'throat'of the gather coufd be secured by, say, twisting and/or a tie in the draw cord. Thus, an extended underlay could be drawn into an overlay, gathered around and over a vehicle.

Adhesive tape might also be employed, for localised reinforcement, to gather together'surplus'folds of wrap material and/or for tie down.

Perforated Deck Apertures in a support surface-such as a load platform or deck-could receive gathered or wound, folds of surplus shrink-wrap sheet inserts, to create, once heated, robust localised, integrated, tie-down points.

(Pre-) perforated load platforms, decks, deck portions, or ramps, would afford not only a certain weight-saving, but a convenient array of apertures for shrink-wrap insertion.

Bespoke Tie-Down [Tool] A bespoke tie-down tool, could be configured with insertion prongs, tongues or barsdisposed as, say, a multiple-tooth comb, with tooth pitch corresponding to the deck perforation interval-to assist insertion of gathered film into such deck apertures. A rounded tooth nose profile would obviate inadvertent film penetration.

Such a bespoke insertion tool could be used for successive individual layers, or multiple layers at a time-being removed after insertion, for re-use.

Alternatively, an insertion member could be left (temporarily) in place, as a supplementary tie-down restraint. Indeed, a system of removable, fastener plugs, of say synthetic plastics material coule bue envisaged for co-operative (interference) fit with selected deck apertures. A serrated, or barbed, fastener surface contour might be used to promote fastener retention. Fastener, or deck aperture peripheral or contour profiling could be configured (eg asymmetrically) to promote fastener insertion, but deter withdrawal, without extreme force or a special (eg twist) action.

In the case of roll dispensing of shrink-wrap sheet, such (gathered) film-into-deck insertion could also be employed to restrain one end of a shrink-wrap sheet, upon unwinding from a bulk dispenser roll.

Free/Pre-Form The overlay could be'pre-formed', at least to some extent, or initially of a free-form' sheet, dispensed, say, by unwinding from a bulk (continuous) storage roll.

Pre-forming might merely be a two-dimensional outline form-say, in the manner of a dress pattern. Free-form might merely be an approximate sheet (panel) size.

! Lay For joining to an overlay, a pre-formed underlay might be envisaged, say configured as a shallow (drip) tray, with moulded peripheral edge rim, for stiffening and abutment with an overlay tray. Thus, complementary opposed'clam-shell'overlay and underlays might be joined at a peripheral abutment rim.

A deep overlay shell could be joined to a relatively shallow underiay shell. Underlay tray walls could be reduced in depth, omitted, or'scalloped', locally at one or opposite ends, to allow a vehicle to be driven on to it. The'missing'lower wall could be compensated for with a corresponding extended wall in an overlay tray.

An adhesive bonding agent, tape or solvent welding could be employed to join the shells together, at abutting or overlapping edge rims, optionally with a sealing interfit.

Corrugations in the shell rims, say in juxta-posed pairs, could provide stiffening ribs and ventilation passages to the interior, as discussed later.

Sheet Support With either pre-form or free form, supplementary sheet support could be provided, say with a frame or hoop, to facilitate wrap deployment over a target vehicle. Such a hoop coutd be drawn along a guideway disposed on a container deck.

Roll Dispenser Deployment of sheet shrink-wrap material could be from a mobile roll dispenser, with, say, extendible support framing, enabling the roll to be passed through the container -if necessary between decks-from one side to another. The same, or a relate, dispenser mechanism could be deployed, to deploy an overlay sheet-either as a separate sheet, or by returning an end or opposite sides of an underlay sheet.

A dedicated shrink-wrap sheet roll dispenser could be mounted in various dispositions and orientations-according to the wrap configuration, for example, from end-to-end, or from (longitudinal) side-to-side.

One dispenser approach for side wrapping an open-sided container, such as a flatrack, includes a cantilever support from, say, side arms carried by (the lift tines of) a fork-lift truck, running longitudinally of a (containerised) load platform or deck.

Alternatively, a sheet dispenser could be supported (temporarily) from a container structure, such as a gantry bridge spanning opposed posts and located upon container stacking fittings, such as so-called'twist-locks'.

Yet again, a roll dispenser could be located beneath a deck and accessed through a slit in the deck surface. Since a minimal vehicle deck need only have runners or tracks for a vehicle wheels, a roll could be located between tracks. In the case of a multideck, a roll beneath an upper deck, could also serve an underlying lower deck.

Heater Mobility Heater mobility would also be advantageous, to allow heat to be applied (and concentrated) locally, yet (progressively) distributed over the entire wrap surface. In one variant, a mobile gantry is configured as a hoop, or (partially or completely) closed loop, with an intemal throat of sufficient span to accommodate a vehicle cross-section, and carrying multiple individual heaters, in a co-operative, inwardly-directed array.

Such a dedicated heater gantry could be mounted upon wheels, say, running in deck guide tracks or rails. A wrap deployment hoop of hollow tubular structure could be reused as a ducting of convected heat for shrink-wrapping. A heater gantry could also be carried by a support arm from a mobile trolley, such as a converted fork lift truck.

Altematively, a heater could rely upon structural elements of a container itself as a gantry. Thus, a heater could be suspended from upstanding deck walls or posts, or run on deck or roof rails.

Similarly, on-board ducting could be deployed to direct hot air from a'master inlet'to an external heat source, such as a radiant heater and/or convector blower, to strategic local sheet fastening positions. Such ducting could utilise existing hollow structural elements, such as deck chassis frame members, deck runners or tracks for vehicle wheels, or upstanding deck support posts.

Ducting/Spines Ducting could also feature in the wrap itself, with hollow tubular elements, configured as a skeletal support framework, and distended from a flattened form, by heated air over-pressure. In this way, an initial 2-D wrap could be initially erected into a 3-D form, and then collapsed or shrunk somewhat by the progressive effect of the heated air upon the sheet material. The skeletal support would be heated and shrunk first, forming a stiff spine to intervening sheet membranes.

Multi-Deck In the case of multi-deck vehicle containers, the vehicles on one (upper) deck could be shrink-wrapped initially, followed by deck elevation and shrink-wrapping of vehicles upon an underlying lower deck. An underlayer could embrace a supporting deck.

Heat provision could address an--individual, or multiple (stacked/overlying) decks.

Wrap Removal For ease and security of wrap removal, a mobile'slitter'knife, or cutter, could be mounted, upon a guide rail, alongside a vehicle load, dictating blade edge disposition and penetration and avoiding damage to the underlying vehicle and vulnerable tyres.

This blade guidance could be used to separate an overlay from an underlay, and/or from localised deck tied downs.

A particuiar, lfail-safe'variant would be to draw the sheet itseff, over or under, an'L'or "U'-section channel guide rail, and run a linear knife blade or rotary cutter wheel over the sheet into a guide corner, to slit the sheet and relieve the shrink-wrap tension.

Desirably, such a blade guide would be located adjacent, or alongside, vehicle tyre contact points with an underlying support surface or deck, so that the sheet would be slit at'ground level'. This in tum would allow a film overlay to be separated from any sheet underlay and removed wholesale, by lifting over the vehicle.

If the vehicle is tied down within an overall shrink-wrap cover, access is impeded after shrink-wrapping. That said, localised puncturing and slitting of the shrunken wrap may be admitted-say, to allow temporary access to a vehicle interior, through doors or windows-with adhesive tape (slit) re-sealing to re-unite the slit sides.

SHRINK-WRAP PROCESS OR METHODOLOGY Skirt Anchor In practice, local heat-shrinkage-into closer conformity with a vehicle-conveniently addresses a peripheral or bounding edge of the patch, or'hood', in order to form a (reinforced) skirt'anchor'. Following such a skirt formation, some portion, or the entirety, of the remainder of the sides may be heat shrunk. However, the top of the hood, or roof canopy, need not be shrunk.

Subsidiary Patches Rather than a single, unitary, all-embracing patch, or hood, a plurality of lesser-sized, subsidiary patches, or hood portions-which can be more readily manipulated individually by the user-may be employed. These patches, or hood portions, could be of complementary inter-fitting profite, cumulatively or collectively to form a desired overall shape-say, in a'jigsaw'or'patchwork quilt'fashion.

An individual patch, or hood portion, profile could allow some modest marginal overlap, at otherwise abutting edges, with the corresponding side edges of other patch or hood portions.

Again, the patches, or hoods, could be selectively pre-formed, in order to promote a secure fit with a target load portion. Thus, for example, separate patches, or'halfhood'portions, for opposite ends of a (vehicle) load, could be employed-with provision for (centre or mid-span) abutment jointing, or mere overlay.

Pre-Folded Hood Patches, hoods, or hood portions, as a whole, could be of complementary inter- fitting, or inter-nesting, profile. This would allow them to be pre-packed, ready for dispensing, one within another. Patches, hoods, or hoods portions, could be pre- folded, for example in alternating reversed or'concertina'-fold configuration, and individually deployed from an inter-nested stack.

Pre-folded, or flat, pre-packed, inter-nested hoods, or hood portions, could be stored in a dedicated container-dispenser, for protection and ease of dispensing.

Overall vehicle shrink-wrapping, using a bespoke, pre-formed patch, hood, or multiple hood portions, is very rapid-and can take less than some two minutes per vehicle.

Vehicle shrink-wrapping is applicable to load platforms, decks, or subsidiary deck portions, which can vary in (relative) disposition and/or orientation, including tilting.

Shrink-Wrap Material The film itself could be clear, translucent, tinted, colour-coded, or-for increased security-partially or completely opaque. Thus, not only would the nature of the vehicle be concealed by film opacity, but also its internal fittings and contents, and the nature and location of tie downs, deterring unauthorized access and tampering.

Generally, shrink-wrap can be marked, either by simply writing with a marker pen and appropriate ink, directly upon its surface, or by an applied bar code label, in order to identity the nature of the (underlying) load, and/or its intended destination.

Moreover, localised tears in the sheet fabric-signifying possible damage to an underlying vehicle, are readily apparent.

Packing Whilst direct contact between shrink-wrap film and a vehicle load may be tolerated, some intervening packing and/or cushioning elements, such as soft compressible pads, or multiple layers of shrink-wrap, may be disposed, between an outer film layer and an underlying vehicle, in particular for certain key contact and'tension-spreadeK points, such as roof, bonnet or boot to side door or wing contour transitions.

In that regard, a diversity of packaging materials may be used, under or on top of the shrink-wrap, as packing pieces-including foam, rubber sheeting, bubble-wrap, cardboard etc.-further helping protect the underlying vehicle from accidental contact damage or malicious vandalism.

Reinforcement Better to withstand imposed tension stresses, the patch material could embody, or be used in conjunction with, localised reinforcement-by discrete elements, or integrated with the shrink-wrap material. An integrated reinforcement could be applied as, say, a (self-adhesive) tape strip and/or an over-folding or (strip) layer multiplication.

A particular critical area in patch, or hood, location and retention, upon a vehicle load, is at the lower edge of the hood-which it is envisaged would be shrunk initially, in order to impart some pre-tensioning to the hood overall. Indeed, such lower edge shrinkage may prove sufficient for'permanent' (ie as long as required) hood location.

Ventilation As the wrap entraps, and so locally isolates, its own atmosphere or environment. This might engender'sweating', by condensation of entrapped water vapour, countered by some controlled'breathing'-even through-flow ventilation-provision.

Such ventilation could extend to within the vehicle, using, say, flexible tubes, ducts or conduit, penetrating slightly open windows, and leading to breathing holes in the underside of the film and support platform. The tubes could be retained in position through a mounting clip to the vehicle open window edge. Skeletal support tubes of wrap material might also serve this purpose, through lateral perforations.

A moisture-absorbent material, or desiccant agent, could be installed within the wrap, to control humidity levels and suppress condensation, which might otherwise degrade the vehicle or its interior trim, say through corrosion or mildew.

Embodiments There now follows a description of some particular embodiments of shrink-wrapping of containerised vehicle loads according to the invention, by way of example only, with reference to the accompanying diagrammatic and schematic drawings, in which: Figures 1A and 1B show progressive operational stages in shrink-wrapping a containerised vehicle load, within a patch of shrink-wrap sheet material, configured as a bespoke [pre-formed] unitary, shrink-wrap hood.

Thus, more specifically : Figure 1 A shows partial pre-erection (or'inflation') and deployment, over an individual vehicle (10), of a shrink-wrap patch, or hood (60), with integral local reinforcement webs (66); and Figure 1 B shows localised heat-shrinkage of the patch, or hood, of Figure 1 A, around a lower depending skirt (67), to tie the hood to the underlying vehicle lower contours.

Figures 2A through 2E show a patch or hood variously configured for conformity with vehicle contours.

Thus, more specifically : Figure 2A shows a hood with (lower) peripheral (skirt) gussets (71), to allow some localised sheet panel'splay', or flare ; Figure 2B shows a hood with (lower) peripheral (skirt) slits (72); Figure 2C shows a hood with an integrated hollow tubular support and stiffening skeletal framework (73) of shrink-wrap material ; Figure 2D shows a hood configured as a woven matrix of multiple individual strips (78); Figure 2E shows pre-formed underlay and overlay trays (74,75), with abutting peripheral edge rims (76,77).

Figures 3A through 3H show variant configurations of a multi-element patch, hood, or hood portion.

Thus, more specifically: Figure 3A shows two complementary inter-fitting half patches, or hood portions, configured for respective opposite,'front and rear', ends of a vehicle load; Figure 3B shows the two complementary inter-fitting patches, or half-hood portions of Figure 3A deployed over an individual vehicle load ; Figure 3C shows multiple-in this case four-segmented patches, or hood portions, configured for complementary inter-fit and marginal overlap at their respective mating edges (in, say, the manner of a jigsaw); Figure 3D shows the multiple segmented patches, or hood portions of Figure 3C deployed over an individual vehicle load ; Figure 3E shows two mutual stacking patches, or hood portions, respectively for an upper and lower half of a vehicle load ; Figure 3F shows the two mutual stacking patches, or hood portions, of Figure 3E, deployed over an individual vehicle load ; Figure 3G shows two complementary inter-fitting patches, or half-hood portions, of alternative sectorised configuration to those in Figures 3A and 3B, configured for respective opposite,'front and rear', ends of a vehicle load ; and Figure 3H shows the two complementary inter-fitting patches, or half-hood portions of Figure 3G deployed over an individual vehicle load.

Figures 4A through 4C show the deployment of individual patches, hoods, or hood portions, from a compact ('flat') stack of collapsed hoods.

Thus, more specifically: Figure 4A shows an inter-nesting stack of collapsed patches or hoods (60), allowing extraction of individual hoods in tum, ready for erection and deployment ; Figure 4B shows a part-erected patch, or hood, removed from a stack of collapsed hoods, as in Figure 4A; and Figure 4C shows the patch, or hood, of Figure 4A fully erected and ready for deployment on an individual vehicle load, as shown in Figure 4A.

Figures 5A through 5F show the deployment of individual patches, hoods, or hood portions, from a stack of pre- (concertina) folded, collapsed hoods.

Thus, more specifically: Figure 5A shows an individual, concertina-folded, collapsed patch, hood, or hood portion, for storage in a compact form prior to erection and deployment onto an individual vehicle load ; Figure 5B shows inter-nesting of collapsed, pre-folded, patches or hoods, as shown individually in Figure 5A, allowing extraction of individual patches, hoods, or hood portions, in turn from a stack or nest, ready for erection and deployment; Figure 5C shows a dispenser and storage carton, for concertina folded patches, hoods, or hood portions of Figures 5A and 5B; Figure 5D shows an inversion of the dispenser of Figure 5C for deployment over a vehicle ; Figure 5E shows support of the inverted dispenser of Figure 5D from part of a container structure-in this case bridging transversely opposed end posts; and Figure 5F shows a variant of Figure 5D with a threaded draw-cord (81) around the mouth of a dispensed wrap, for ease of withdrawal and manipulation.

Figure 6 shows a compilation of diverse vehicle shrink wrap shroud refinementsincluding individual vehicle tie-downs (53) upon a load deck; a ventilation conduit (38), from vehicle interior to outside a wrap; and localised cushion mounting blocks (39) between a vehicle and shrink-wrap cover layer.

Figure 7 shows supplementary bulk packing, in-fill or reinforcement pieces (57,58), interposed between a shrink-wrap cover and an underlying vehicle, to preserve a desired hood profile-and yet blanket, distort or disguise a vehicle identity.

Figure 8 shows a lower peripheral skirt edge-reinforcement band (59), and a ventilation piece (51), located in the shrink-wrap cover.

Figures 9A through 9H show progressive operational stages in shrink-wrapping a containerised vehicle from opposite sides, along with a facility for shrink-wrap removal.

Thus, more specifically : Figure 9A shows a front end elevation of a vehicle positioned upon an under-layer, or ground sheet (11), of shrink-wrap material, with excess lateral side portions; excess side portions (15,16) being brought up alongside the vehicle and overlapped, as an overlay, or canopy, upon the vehicle roof; Figure 9B shows a complete enclosure wrap, or cocoon, formed by drawing across and downwards the free ends of the excess side portions of Figure 9A; Figure 9C shows disposition of a shrink-wrap sheet dispenser roll beneath a container deck, and accessible either from below to an underlying deck, or from above through a slot in the deck, for end-to-end shrink-wrap sheet deployment ; Figure 9D shows a variant of Figure 9C configured for side-to-side shrink-wrap sheet deployment; Figure 9E shows an end elevation of vehicle wrapped as in Figure 9B, shrunk wrapped following application of heat, using an array of gantry-mounted space heaters, disposed around the vehicle cross-section; Figure 9F shows disposition of a longitudinal cutter guide rail, in this case of'L'section, alongside vehicle wheels and underlying a shrink-wrap over-layer, if not also an under-layer ; Figure 9G shows a detail of the shrink-wrap over-lay and'L'section cutter guide disposition of Figure 9F, with a knife blade deployed to sever the over-lay from the under-lay, by insertion of the blade into the inner apex of the throat of the guide cross-section; and Figure 9H shows an alternative'U'-section cutter guide rail, with (either or) both shrink-wrap under-lay and over-lay disposed over and somewhat draped into the mouth of the channel ; in the case of an over-lay with no under-lay, the guide could form a temporary deck mounting line for sheet edge retention upon heat shrinkage, a knife blade is deployed to sever (either or) both under and over-lay, by insertion of the blade into the trough formed by the upturned channe.

Figures 10A through 10E show the nature and disposition of dedicated shrink-wrap apparatus for the process steps of Figures 9A and 9B.

Thus, more specifically: Figure 10A shows a perspective view of a dedicated shrink-wrap supply roller, mounted upon a traveller carriage, in turn running upon elevatable spaced support arms of a specially adapted fork-lift truck-laying an initial under-layer sheet upon a vehicle load deck, disposition of a vehicle upon the under-layer and draping of the shrink-wrap sheet over the roof-with an excess return side portion created by unwinding the roller in its out-reached position; Figure 10B shows a longitudinal side elevation of a shrink-wrap under-lay and vehicle disposition, corresponding generally to Figure 10A ; Figure 10C shows a front end elevation of Figure 10B ; Figure 10D shows a longitudinal side elevation of a serie Figure 10E shows a front end elevation of the shrink-wrap heating stage of Figure 10D.

Figure 11 shows the methodology of Figures 9A and 9B, applied to a tiered or multideck (vehicle) load, by individual wrapping of upper and lower level vehicle loads.

Figures 12A through 12C show progressive stages in shrink-wrapping multiple vehicles disposed in tandem, from one end of a row to another.

Thus, more specifically : Figure 12A shows a perspective view of a dedicated roller gantry mounted upon a carriage moving upon guide rails or tracks at opposite longitudinal sides of the load deck or platform, to drape the under-layer or ground sheet over the entire deck length, followed by vehicle loading upon the common ground sheet; Figure 12B shows the return draping of an overlay over the loaded vehicles, and shrink-wrapping of the common load cocoon by deployment of heater array; and Figure 12C shows a longitudinal side elevation corresponding generally to that of Figure 12A and 12B.

Figures 13A and 13B show a variant shrink wrapping approach, deploying a part preformed enclosure, in pouch or pocket configuration-for example by joining upper and lower sheet layers-for end-on vehicle loading insertion.

Thus, more specifically: Figure 13A shows a perspective view of a pre-formed envelope, bag or tube, with an open mouth-for example inflated by a modest air over-pressure differential-ready for vehicle loading. A gantry-mounted, space heater array, applies heat to and shrinkwraps individual'bagged'vehicles ; and Figure 13B shows a longitudinal side elevation of vehicle insertion between the under and over-lays of individual vehicle wraps and heat shrinkage by disposition of a heater array, carried by a mobile gantry.

Figures 14A and 14B show successive stages in individual vehicle shrink-wrapping from one side, by local insertion of gathered sheet portions into retention apertures in a perforated load platform or deck plate.

Thus, more specifically: Figure 14A shows an individual vehicle positioned upon an under-layer of shrink-wrap material, the under-layer located and retained by local insertion through load deck perforations or apertures, a lateral extension of the under-layer being draped over the vehicle to form an over-layer ; and Figure 14B shows location and retention of the over-layer of Figure 14A in the load deck perforations or apertures, shared with the under-layer of Figure 14A.

Figure 15 shows a shrink-wrap sheet disposed as an under-layer and over-layer around a vehicle upon a load deck, with multiple individual fastener or retention members deployed for localised insertion into selected deck apertures.

Figure 16 depicts an integrated insertion and retention tool equivalent of Figure 15, in which multiple individual elements are configured as comb teeth of a unitary member.

Figures 17A and 17B show the deployment of an overlay sheet only to an individual or multiple vehicle load.

Thus, more specifically: Figure 17A shows longitudinal disposition of a (stand-alone) overlay; and Figure 17B shows transverse disposition of a (stand-alone) overlay.

Figures 18A through 18C show shrink-wrap pouch formation, by sequential folding from an initial free-form flat sheet.

Thus, more specifically: Figure 18A shows a vehicle upon a flat sheet underlay, laid upon a deck; Figure 18B shows opposite underlay sides folded as a partial overlay; and Figure 18C shows opposite underlay ends folded to complete the Figure 18B overlay.

Figures 19A and 19B show sequential steps in formation of a gathered pouch configuration with both underlay and overlay.

Thus, more specifically: Figure 19A shows a vehicle upon a flat sheet underlay, with peripheral edge perforations and a draw cord threaded therethrough; and Figure 19B shows the draw cord pulled to bring the opposite sides, ends and comers of the underlay upwards as an overlay.

Figures 20A and 20B show stages in deployment of a discrete or multiple vehicle canopy overlay.

Thus, more specifically: Figure 20A shows a gathered canopy overlay at an initial stage in erection, supported by a hoop frame and (optionally) located in a longitudinal deck guide; and Figure 20B shows a later stage in canopy overlay deployment over multiple vehicles, with a heater gantry traverse for heat shrinkage; although the same principle can be applied to an individual wrap.

The drawings are generally self-explanatory when taken in conjunction with the associated introductory drawing summary. Moreover, the various embodiments share many common features. Thus, the following description is restricted to particular noteworthy features.

Referring to the drawings, a generally rectangular, elongate, rectangular, load deck 21, of a dedicated vehicle container, is supported by longitudinal chassis rails 22, within containerised confines represented by outline 30, (which is not containerspecific). Thus, a particular container may be open or closed-walled/decked/roofed.

Similarly, the deck 21 reflects that of a generic container format, in which the overall dimensions and proportions conform to prescribed standards, but allow variability in deck, side, end wall and roof in-fill.

Figure 1A shows a patch of shrink-wrap sheet fabric, configured as a hood, cape, canopy or drape 60, pre-formed into some approximation of the (upper) outline contour of a vehicle 10, to be shrink-wrapped.

In practice, the nature and degree of'pre-forming'-or'pre-configuring'-can vary considerably, from some minimal conformity of outline shape and size, to some threedimensional contouring, in relation to the vehicle to be covered. Stiffener web strips 66 may be used to'encourage'the wrap into a prescribed form. An alternative, is the integrated, hollow skeletal, framework 73 of Figure 2C.

Broadly, the objective is to cover target areas of a vehicle, without undue surplus or waste, allowing for shrinkage under applied heat. Pre-forming helps installation of the shrink-wrap in a confined containerised environment. Overall, whilst an open sided container deck is more readily addressed, shrink-wrap patch, or hood deployment may be effected within the confines of a container, or containerised load space.

An individual (vehicle) load 10 is disposed, in a designated load position, upon the deck 21, in juxta-position with other such (vehicle) loads (albeit not shown).

The vehicle 10 is tied securely down upon the deck 21, through adjustable tension, tie straps 53, at opposite ends and sides-in order to restrain unwanted vehicle shifting upon the deck, when in transit. An individual vehicle wheel tie 55 may also be used to afford longitudinal and lateral restraint.

The pre-formed patch, or hood, 60 is extended and stretched into an at least partially 'erected'form, by modest opposed tension, applied at suspension sling 61, say, using an overhead gantry supported by, or using part of, the container structure (not shown). The degree of pre-erection and the installation direction is adapted to suit the space available. Thus end-first fitment is feasible if overhead clearance is restricted.

A modest air over-pressure jet could also be deployed (say, from below), to help 'inflate'the patch, or hood 60, into an erected condition, then preserved by opposed suspension sling tension.

Some sideways and downward tension could also be applied to the lower edge of the pre-erected hood 60, through guide cords 63, operator-deployable, in conjunction with an overhead crane suspension (not shown) from slings 61.

The slings could be cords, webbing straps-or even strips of heavy gauge, and/or multi-layer plastics sheeting. Such integrated tie strips could be bonded to the body of the hood 60, and used to help tie it down, once deposited upon a vehicle load.

The'erected', or'inflated', pre-formed patch or hood 60 is brought over the vehicleby, say, either of the routes depicted in Figure 1A-until its lower sides reach, or at least approach closely to, the deck 21. In that condition, the top of the patch or hood 60 is generally in contact with, or in close proximity to, the roof of the vehicle 10.

The upper slings 61 can be released or disconnected, so that the patch or hood 60 simply rests under its own weight. Alternatively, the slings 61 could remain attached to the hood 60 and be re-deployed to retain the patch or hood 60 to the vehicle 10 and/or the load deck 21.

Localised heat is applied to the lower depending skirt 67 of the patch or hood 60, in order to shrink the skirt into a tight band 68. The latter restrains the patch or hood 60 as a whole from inadvertent displacement. To this end, advantage can be taken of a waisted, tapering, convoluted or re-entrant profile of the lower vehicle flanks-so that the shrunken band 68 is captured by, and entrained with, the under-door sills, wheel arches and under bumper scuttle, air dam or front skirt.

Phased localised heating, of selected parts of the patch or hood 60, may be applied by operator-held hot air guns and/or radiant or convector heaters mounted within or alongside the container structure.

Generally, heat shrinkage could progress from the lower to upper vehicle sides and over the roof. However, heat shrinkage over the roof span may be superfluous, given sufficient tension from pre-shrinking the canopy sides.

A bespoke patch or hood 60 could be used for each vehicle type and variant-so that the pre-shrunk form is already a fairly close or snug preliminary fit, whilst not unduly impeding its installation fitment or overlay.

Alternatively, a generic patch or hood format could be employed, with provision for gussets, in order to accommodate diversity in shape, size and proportion of various vehicle features and elements-such as, say, estate variants vs saloons.

Surplus material may be folded into overlays and secured, for example shrunk, tidily into place. In order to facilitate this-and as shown in Figure 2A-the sides of the patch or hood 60 could be sub-divided into discrete panels, gussets or strips 71. This allows some localised sheet panel splay or flare and mutual overlap, in bringing the sides of the patch or hood 60 into closer conformity with the vehicle sides, without undue ballooning.

Similarly, peripheral skirt slits 72 of Figure 2B create a series of lower panels, individually able to reflect local underlying vehicle contours. Slits 72 and gussets 71 could both be featured.

An integrated hollow tubular skeletal support framework 73 of shrink-wrap material is depicted in Figure 2D.

A woven matrix of strips 78 is depicted in Figure 2D.

Opposed undertray 74 and overtray 75, with respective abutting outstanding peripheral rims 76,77 is shown in Figure 2E.

Figures 3A through 3H depict, generally self-explanatory, multi-element hood deployment regimes.

Figures 4A through 4C and 5A through 5C depict, generally self-explanatory, variant collapsible or folded hood configurations for compact storage and concomitant ease of deployment, and which may be applied to complete or unitary patches or hoods, or to multiple hood portions.

As shown in Figure 6, vehicle restraint ties 53 can be fitted between vehicle and deck 21 under the shrink-wrap outer-layer and penetrating the under-layer.

Ventilation of the shrink-wrap cocoon is desirable to avoid built up of condensation.

Figure 6 shows a flexible-walled ventilator pipe 38 run from a vehicle interior, through a slightly ajar side window, and downwards, penetrating the shrink-wrap underlay and an aperture in the load deck, to communicate at its opposite end with the exterior.

Cushion or buffer pads 39 are desirably disposed, at strategic locations, between a vehicle and a shrink-wrap over-layer, as shown in Figures 6, in order to spread contact friction loads and absorb chaffing or rubbing, which might otherwise damage the vehicle paintwork.

The compact folded, or flat-pack variants of Figures 4A through 4C and 5A through 5E are advantageous for working in confined (container) spaces.

Alternatively, free-form sheet wrapping is feasible, as reflected in Figures 9 through 12 and 14 through 20-conveniently dispensed by unwinding from a bulk supply roll, described later in relation to Figures 10A through 10E.

As an initial step an under-layer (underlay) or ground sheet 11 of shrink-wrap material is draped across the deck 21, say transversely as in Figure 9A. An alternative, longitudinal, or end-to-end, drape run is depicted in Figures 12A through 12C.

Substantial excess, or surplus, lateral portions 15,16, with respective (free) ends 17, 19, are created at opposite sides, and beyond the width of, the load deck 21. Once laid, a sheet can remain contiguous with a supply roll, say, until an overlay formed.

Altematively, under and/or over-lay sheets can be severed from the roll, once sufficient length has been paid out. Temporary surplus sheet at one side, can be contained by repeatedly reversed, concertina stacking folds 52, ready for formation of an over-lay, as shown in Figure 16.

The opposite sides of the sheet can be drawn apart somewhat, and tied down, in order to create a modest lateral sheet tension, at least sufficient to draw out significant ripples, creases or wrinkles, which might otherwise interfere with the subsequent shrinkage, leaving a substantially flat, taut sheet underlay 11.

The location and retention features depicted in Figures 14A, 14B, 15 and 16, are advantageous for sheet tie-down to the deck. A vehicle 10 is then moved upon the (tensioned) taught underlay 11, by simply being driven carefully over it.

With the weight of a vehicle 10, applied at its opposed wheel contact points, stabilising the underlay 11, the excess side portions 15,16 are brought up, alongside the opposite vehicle sides, by drawing the respective'free'ends 17,19.

The ends 17,19 are then brought over one another, as an overlay upon the vehicle roof, forming a loose overall covering or wrap, as depicted in Figure 9B. The loose wrap of Figure 9B is drawn into a somewhat'tighter'cocoon 18, by drawing down the free ends 17,19, to re-establish a certain sheet tension, from the base, specifically the ground wheel contact points, around the sides and roof span.

In the'wrapping from opposite sides'mode, access to one end 17 of the wrap is impeded by the overlying surplus sheet portion 16.

Figures 9F through 9H depict the disposition and deployment of an optional longitudinal cutter guide 46, for under and/or over-layer slitting-and removal after shrink-wrapping.

An alternative one-sided wrapping mode is depicted in Figures 10A through 10E, in which one side of the under-lay is continued, as a contiguous wrap, around the sides and over the roof, and retumed to re-join the under-lay at the opposite vehicle side.

A gantry 31 surrounding the vehicle 10 and deck 21 is deployed, to apply area heating through an array of inwardly-directed space (convector) heaters 33, creating a shrunk cocoon 28, in snug conformity with the vehicle outer contours.

A dedicated side-to-side, or transverse, sheet deployment apparatus is shown in Figure 10A through 10C, in which a roll 23 of shrink-wrap material, of span somewhat greater than an individual vehicle 10 length, is fitted to a carriage 27, running upon spaced support arms 24.

The arms 24 are carried by a frame 29, mounted upon the hoist 25 of an adapted forklift truck 26. The arms 24 can thus be raised and lowered together and, at any height, can be traversed inward or outward by the carriage 27 carrying the supply roll 23.

The roll 23 can be unwound passively, by drawing it away from a restrained, dispensed sheet end-such as when a vehicle 10 rests upon it-or actively, by a powered axle drive (not shown), allowing selective tension or over-wind for loose draping, as deployed in the return fold wrap of Figure 10A.

Figure 11 shows the equivalent wrap process for a two-tiered container, with upper and lower decks, and attendant (vehicle) loads, individually shrunk-wrapped. The single-sided wrapping mode, of Figures 10A through 10E, could be deployed for each load deck level.

Figures 12A through 12C depict the deployment of a dedicated mobile roll dispenser gantry 34, for controlled longitudinal, or end-to-end sheet disposition and overlay, for the shrink-wrapping, of multiple vehicles in tandem upon a load deck, within a common cocoon, formed by continuous under and over-lays. The gantry 34 is mounted upon a carriage 35 at opposite sides of the deck 21, with carriage wheels 36 running in respective guide rails or tracks 37.

Figures 13A and 13B depict a pre-formed shrink-wrap envelope, or cocoon, to ease the overlayer and under-layer formation-requiring only load'insertion', into the 'opened'envelope mouth-by prising apart the contiguous over/under layers, and possibly applying a modest air inflation over-pressure to the interior.

Figures 14A and 14B show a perforated load deck in which an array apertures 42 through the deck surface are used locally to locate and retain portions of the under and over-lays of shrink-wrap sheet.

Upon its initial disposition, localised'gathered'portions of the underlay are inserted through a longitudinally-aligned array of deck apertures 42-thus retaining one otherwise free edge. The underlay can be kept taut by application of a modest tension away from the deck aperture insertion line.

Once a vehicle is positioned upon the under-lay, a (single-sided) overlay is formed, by deploying the free opposite edge of the surplus under-lay, brought over the vehicle, as shown in Figure 14A, and tied down by insertion, through localised insertion of gathered sheet, most conveniently within a common series of individual deck apertures as the (pre-inserted) under-layer.

That said, in principe, different deck apertures could be employed for the over-layer, but this would require re-insertion of the under-layer at the over-layer insertion points.

Removal of a shrunken wrap is addressed in Figures 9F through 9H, with a bespoke longitudinal guide bar or rail 46, of'L' (Figures 9D-E) or'U' (Figure 9F)-section, disposed at one side of the vehicle load, for safely locating a rotary cutter wheel or linear knife blade 47, The knife blade 47 is deployed to slice through the otherwise mutually entrained under and over-layers, tied down to the load deck by localised insertion through common deck apertures.

More specifically, Figure 9F shows an'L'-section guide rail, fitted to a load deck 21, at each side, for a double-side wrap. In practice, such a cutter guide rail 46 need be disposed at only one side, for a single-sided wrap. In either case, the cutter guide 46 is positioned alongside the vehicle wheels-and also adjacent a longitudinal array of deck apertures 42, if that is the sheet to deck retention employed.

A certain sheet tension is thus created over the guide 46 profile, and in particular its upstanding edges, by the sheet to deck retention, even before heat shrinkage, which enhances the effect.

The cutter guide 46 may be located either beneath, or upon, a shrink-wrap under-lay.

In either case, an over-lay'return'is draped over the guide 46.

The guide cross-section (whether'L'or'U'-shaped) forms a throat beneath at least the shrunken over-layer, for insertion and reception of a cutter wheel or knife blade 47, as both a cutting edge contact reference path for blade movement and a modest upstanding protective ledge between blade and vehicles.

A modest stretch of the over-layer across the guide mouth, upon heat shrinkage, promotes blade penetration and cutting/slicing action. Once at least the over-layer has been cut, the sheet tension is eased and the over and under-layers can be separated. Similarly, once any localised deck aperture retention has been removed, or overcome, the under-layer can also be removed.

In certain circumstances, both under and over-lays may be retained, ready for repackaging of another vehicle, although this would be a less tidy wrap, and more applicable to a smaller subsequent load, to allow the over-layer to be re-established.

Component List 10 vehicle 11 under-layer or ground sheet 12 (overlapped) over-layer 15 excess lateral side portion/retum 16 excess lateral side portion/retum 17 (sheet) free end 18 cocoon 19 (sheet) free end 21 load deck 22 (longitudinal side) chassis rail 23 roll 24 support arms 25 jacking frame/hoist 26 specially-adapted fork lift truck 27 carriage 28 shrunken cocoon 29 frame 30 containerisation confines 31 dedicated heater gantry 33 heater 34 dispenser roll mounting gantry 35 gantry carriage 36 carriage wheel 37 (gantry) track/rail 38 ventilator pipe 39 cushion pad Component List (cont'd) 42 deck aperture 43 slot 44 perforated load deck 45 slot 46 cutter guide 47 cutter wheel/knife blade 48 insertion comb 49 comb tooth/prong 51 ventilation piece 52 stacking folds 53 tie down 55 individual wheel tie 56 insertion member 57 filler piece 58 reinforcement 59 reinforced lower edge 60 patch or hood 61 suspension sling 63 guide cords 1. 66 stiffener 67 lower depending skirt 68 band 71 panel/gusset 72 slit 73 skeletal stiffener 74 undertray 75 overtray 76 Rm 77 Rm 78 interwoven web 81 draw cord 82 hoop 83 (hoop) guide 85 draw cord

Claims (20)

1. Claims 1. {free/pre-form patch} A shrink-wrap patch, or hood, constituted as an overlay, canopy, wrap, sheath, pocket, shroud, drape, cocoon, pod, or pouch, and comprising either a unitary element, or plurality of co-operatively inter-fitting portions, either free-form, or at least partially sized, shaped, or otherwise pre-formed or pre-configured, to reflect, in part or overall, the character, outline, profile, shape, contour, or size, of an individual or collective (containerised) vehicle load to be wrapped, and configured for disposition and deployment, within the confines of a container, or containerised load environment.
2. 2. {reinforcement} A shrink-wrap patch, or hood, as claimed in Claim 1, incorporating localised reinforcement, or stiffening, such as elongate ribs and/or a lower peripheral skirt edge.
3. 3. {ventilation} A shrink-wrap patch, or hood, as claimed in either of the preceding claims, incorporating ventilation apertures, say, configured as slits or slots.
4. 4. {subsidiary hood portions} A shrink-wrap patch, or hood, as claimed in any of the preceding claims, comprising a plurality of discrete, subsidiary hood portions, configured for complementary juxta-position and inter-fit, in order collectively and cumulatively to embrace a (vehicle) load.
5. 5. {interwoven matrix webs} A shrink-wrap patch, or hood, as claimed in any of the preceding claims, comprising a matrix array of interwoven strips or webs
6. 6. {concertina pre-folded wrap} A shrink-wrap patch, or hood, as claimed in any of the preceding claims, which is pre-folded, in readiness for deployment, in a compact collapsed configuration, such as a concertina-folded stack.
7. 7. {multi-vehicle wrap} A shrink wrap patch, or hood, as claimed in any of the preceding claims, configured for multi-vehicle coverage.
8. 8. {pre-formed patch} A method of shrink-wrapping a vehicle load, within a container, or containerised load environment, comprising the steps of: erecting a bespoke pre-formed or free-form patch, or'hood', of shrink-wrap sheet fabric, configured either as a unitary element, or multiple discrete patch or hood portions, deploying an erected patch, hood, or hood portions, as an overlay wrap, upon a vehicle (14), applying heat, locally to shrink the wrap, into close (r) conformity with an individual or collective vehicle outer contour.
9. 9. {local wrap heating} A method of shrink-wrapping a containerised vehicle, as claimed in Claim 8, including the step of first heating an underside peripheral edge, of the patch, or hood, then the sides, in order to secure the patch, or hood, to a vehicle.
10. 10. {underlay + overlay} A method of shrink-wrapping a vehicle, in a container, or containerised load environment, comprising the steps of: laying down an under-layer or ground sheet, of shrink-wrap sheet material, over a container support surface or deck; moving a vehicle over the underlay ; applying an over-layer of shrink wrap material, upon the vehicle load ; bringing together corresponding edges of the upper and lower layers, applying heat to shrink the matensal, into close conformity with the vehicle outer contours, as an integrated enclosure or wrap, packaging a vehicle therein;.
11. 11. {lateral underiay > overiay} A method of shrink-wrapping a containerised vehicle (10), as claimed in Claim 8, wherein a shrink-wrap under-layer or ground sheet (11), is initially deployed, over a designated vehicle load area (21); leaving substantial excess portions (15,16) to both opposite sides (17,19) thereof; moving a vehicle (10) over the underlayer, upon the designated load area; bringing the respective ends (17,19), of opposed overiap portions (15, 16), upwards over the opposite sides (19) of the vehicle, and one-over-the-other, as an over-layer (12), spanning the vehicle roof, and to form an overall cocoon wrap (18) ; applying heat locally and/or overall, to shrink the overlayer and underlayer, into close conformity with the vehicle outer contours, and thereby to create a snug cocoon (28) around the vehicle.
12. 12. liongitudinal underlay > overlay) A method of shrink-wrapping a containerised vehicle (10), as claimed in Claim 8, wherein a shrink-wrap under layer or ground sheet (11), is deployed longitudinally, from end-to end, over a designated vehicle load area (21); moving a vehicle (10) over the ground sheet, upon the designated load area; returning the shrink-wrap material over the vehicle load, to form an over-layer (12); applying heat to shrink the material into close conformity with the vehicle outer contours.
13. 1 3. {common material sheet} A method of shrink-wrapping a containerised vehicle (10), as claimed in Claim 8, wherein a shrink-wrap under layer or ground sheet (11), is deployed transversely, from side-to-side, over a designated vehicle load area (21); moving a vehicle (10) over the ground sheet, upon the designated load area; returning the shrink-wrap material over the vehicle load, to form an over-layer (12); applying heat to shrink the material, into close conformity with the vehicle outer contours.
14. 14. {multi-vehicle wrap} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 13, wherein multiple vehicles are packaged collectively in a common wrap.
15. 15. {wrap location and retention} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 14, including the steps of shrink-wrap location and retention, through localised insertion of gathered portions, of overlay and/or underlay sheets of shrink-wrap, into apertures in a perforated load support deck.
16. 16. (shrink wrap location and retention-comb} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 15, including the steps of shrink-wrap location and retention, using a multi-toothed insertion comb, for simultaneous insertion of multiple, locally-gathered, shrink-wrap portions, into a corresponding array of apertures, in a perforated load deck.
17. 17. {shrink-wrap location/retention/severance-guide rail and cutter} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 16, including shrink-wrap location, retention, and severance, by deployment of a longitudinal guide rail, alongside a vehicle upon a load deck, to both capture a shrink-wrap overlay thereupon, and locate a rotary cutter wheel, or linear knife blade edge, for severance of overlaid shrink-wrap.
18. 18. {overlay location and retention} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 17, using a discrete overlay, retained, by localised peripheral edge tie down, to a load deck.
19. 19. {wrap insertion/tocation/retention} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 8 through 18, retaining shrink-wrap with multiple fasteners, inserted into corresponding apertures in a perforated load deck.
20. 20. {comb location/retention} A method of containerised vehicle shrink-wrapping, as claimed in any of Claims 7 through 18, using a multiple-toothed insertion and retention member, co-operatively disposable with an array of apertures in a perforated load deck.