GB2347918A - Combined tail-lift and ramp for a vehicle container/transporter - Google Patents

Abstract

A tail lift for loading/unloading a vehicle eg loading/unloading a further vehicle from a containerised vehicle transporter (20 Fig.1A) comprises at least one support post 11 for mounting to said vehicle, a carriage (12 Fig.1A) movably mounted for height adjustment thereon and a load platform 14 pivotally mounted to said carriage and having a ramp 15 pivotally mounted thereon. The at least one support post may be downwardly extensible(Figs.2A-2D) to allow said carriage to travel nearer to the ground to reduce or obviate any inclination of said ramp. The tail lift assembly may also be demountably attached (Figs.3C,3D,4A). The load platform and/or ramp can further be used to form an end upstand eg a gate or door to said vehicle. The tail lift assembly may be mounted directly to the rear of the vehicle or mounted spaced from the rear of the vehicle by a spacer support frame 13,17, thereby allowing space for any end doors to be opened or closed with the tail lift remaining mounted. To facilitate remounting the tail lift assembly can incorporate underside ground engaging wheels 21 and the support members may be canted towards the vehicle.

Description

Tail Lift for Container This invention relates to loading and unloading [hereinafter referred to as (un) loading] for load transport and storage.

Containers and containerised loads present special (un) loading requirements-and aspects of the invention are particularly, but not exclusively, concerned with bespoke, on-board, or demountable, (un) loading provision.

Tail Lift So-called'tail-lifts'are known per se for vehicles-typically employing a hinged platform, mounted upon a hoist (permanently) secured to the (un) loading end of a vehicle chassis, so that the platform can be moved, as a whole, between a load deck level and the ground level upon which the vehicle stands.

Ramp Also known per se are (un) loading ramps-typically deployed by swinging outward about a hinge connection, at their inboard ends, with an (un) loading end of a vehicle chassis.

Alternatively, loose ramps are slid out, individually or paired, from a horizontal, underfloor, location, from an inboard end, secured to the (un) loading end of a vehicle chassis.

In either case, when extended or deployed, such a ramp, or paired ramps, form an inclined or sloping'bridge', between a load deck level and ground level.

The length of the ramp, when fully extended, and the transition height or depth between load deck and ground determine the ramp inclination.

Dedicated Vehicle Container 'Load-specific', or'dedicated', containers, such as vehicle containers, containerised transport vehicles, or vehicle transporters, represent a well-developed art, with variants adapted for road passage or rail freight carriage.

If a container base rests upon, say, the ground, (un) loading at or to ground height generally involves only a relatively modest (even insignificant) transition in levelsequivalent to the base depth. Even with an enclose container, where side walls help brace the load bending moment, the base depth may amount to only a few inchesreadily bridged by, say, a ramp of modest inciination or slope.

On the other hand, open-form, collapsible containers, or flat-racks, may embody a more substantial base beam depth-of, say, one foot or more-which would dictate a ramp of impractically large inclination or length.

Moreover, if the container is mounted upon, or itself is integrated with, a transport vehicle chassis, at some significant height (say, some 2-3 feet, or more) above the surrounding ground level, (un) loading requires special load lifting measures, particularly for bulky or heavy loads-or docking with a station of comparable height above the ground.

Terminology-Base. Platform. Deck. Chassis A container base, a container frame, or a container load platform, may rest passively upon, or be integrated with, a vehicle load platform, vehicle load deck, vehicle chassis, or, in the case of an articulated vehicle, a trailer load platform, load deck or chassis.

Certain aspects of the present invention address this issue of (un) loading with a load level transition for containers, vehicle-mounted containers, dedicated containerised vehicles, or vehicle transporters.

Provision of special (un) loading measures at every (un) loading station, whether a ramp or elevated platform equivalent to the load length, imposes a burdensome capital equipment cost penalty-or severe restriction upon available sites, with attendant loss of operational flexibility.

Conversely, fitment of special (un) loading facilities with every container, or containerised vehicle chassis requires considerable justification-and even then is only feasible economically for efficient, light-weight, flexible designs.

Generally, containerisation imposes strict confines upon overall load volumetric shape and size. Nevertheless, (un) loading considerations may outweigh such concerns.

Carrying (un) loading facilities with a container, or containerised vehicle, either extends the container span, or reduces container capacity. In either case, the standardisation inherent in containerisation is sacrificed to some degree.

Recognising this, highway regulations allow a supplementary 3 feet in overall length, for an otherwise standard container length of 45 feet, to accommodate a dedicated on-board (un) loading facility-such as a folding crane, collapsible ramp or lift platform.

In certain transport modes, such as road and rail, where containers are disposed in a row with intervening clearance, some departure from container confines may be admitted-for example, modest load extension or'over-spill'at and beyond (what would otherwise be) the container ends. Overhang of vehicle front or rear ends in a dedicated vehicle transporter is a case in point.

Drive-on, drive-off, end- (un) loading of dedicated vehicle transporters is common practice-but one which requires compatibility in relative load heights, through, say a dedicated loading platform, or (at least locally) elevated loading bay, or a progressive inclined ramp.

However, bridging the (un) loading level transition with a shallow incline requires a long ramp span, and a supplementary run-up equivalent to a discrete load (ie vehicle) length-consuming space at a docking station, or ruling out stations with insufficient space. This is not always practical, imposing constraints upon operational use of dedicated vehicle containers.

Statement of invention According to one aspect of the invention, a (collapsible) tail-lift and/or (folding) (un) loading ramp for a container, containerised vehicle, or a dedicated vehicle transporter, comprises, a support post, for (movable and/or detachable) mounting upon a container chassis, a carrier, to traverse the support post, a load platform supported by the carrier, a ramp, pivotally mounted to, or slidable extendible from, the load platform.

Terminology-Tail I ift & RamE2 Although the distinct terms tail-lift and ramp have been employed, in practice the two roles may be merged-for example, so that the tail-lift platform also serves as a ramp (ie can be inclined) or has an integrated ramp portion or ramp extension. Nevertheless, it is convenient to draw a distinction between these roles and the parts which fulfil them.

Thus, generally, preferred variants of the invention combine: a'tail-lift', with a load platform-for generally vertical travel between different (deck) heights; and an inclined (un) loading ramp, or ramp extension-that is a progressive inclined transition between different levels.

Either or both load platform or ramp (extension) may be collapsible or foldable for compact storage when in transit or not required. Indeed, the load platform and ramp desirably collapse or fold upon one another-minimising available load space intrusion or overall load length.

Where a distinct, albeit integrated, tail lift load platform and ramp elements are employed, the ramp extension could be orientated laterally, ie to one side of, or longitudinally, ie to one end of, the platform perimeter.

Effectively a'multiple (ie dual) transition'is employed for load transfer between different levels. Thus a load could be moved between levels, partly by simply traversing the ramp, and partly by a direct elevation or descent with the tail lift.

This is particularly advantageous for vehicle-mounted containers, containerised vehicles or dedicated vehicle transporters, upon road or rail running gear, in which even a lower deck can be several feet above ground (ie roadway or rail track) level.

Thus, rather that have to reverse the container up to an elevated loading platform or docking bay of generally similar height, the height differential can be bridged through a dedicated'lift and transfer'mechanism-carried by, or selectively (de-) mountable upon, the container itself.

Were the ramp alone to bridge the (un) loading height differential, a long ramp span would be required, in order to achieve an acceptably shallow ramp incline. This in turn would dictate a multi-element collapsible folding ramp-as indeed has been proposed by the Applicant in co-pending UK patent application no. 98*** Similarly, a tail-lift, configured to bridge the (un) loading height differential alone, would need a long span of travel, in turn dictating a tall-and potentially cumbersome and intrusive-support post. Moreover, the support post would have to come close to ground level, in order to access loads, without a lead-in ramp transition.

Given a standard fixed mounting for the depending tail-lift support post, the departure angle clearance between container chassis and ground would be severely reduced, leading to the chassis contacting, and scraping along, the ground, in the case of dedicated vehicle containers, in traversing inclines.

A combined tail-lit and folding ramp according to aspects of the invention represents a compromise, retaining certain advantages of both elements individually.

According to another aspect of the invention, an integrated tail lift load platform and ramp assembly is itself movably-mounted, upon a container chassis.

This enables tail-lift support posts to be raised clear (er) of the ground-in turn improving the'departure (or ramp clearance) angle'of a dedicated vehicle container chassis, and reducing the risk of chassis grounding, particularly when negotiating inclines in ascent or descent.

By this means also, in the case of enclose containers with end doors, and where they would otherwise pose an obstruction, the load platform and/or ramp may be lowered clear of the door bottom edge and container base or deck threshold, to allow opening and closing of doors. According to a further aspect of the invention, an integrated tail-lift and ramp assembly is selectively de-mountable-as a self-contained unit-upon a container, containerised vehicle, or dedicated vehicle transporter.

For ease of (de) mounting, an upper part of a tail-lift support frame may be either hooked, or clamped, upon an upper part of a container, say at roof level, and a lower part selectively coupled to the sides of the container, by, say, (twist) locks.

Thus, a tail-lift mounting sequence would include the steps of: reversing a containerised vehicle or vehicle mounted container, to a lift assembly resting upright at ground level, braced by a forwardly extended lift platform and/or ramp, and orientated correctly in relation thereto; tilting or canting the tail-lift support frame rearwardly somewhat and hooking or clamping the top mounting; allowing the support frame to swing towards the container as the vehicle is further reverse, and locking the lower mounting; pivoting a lift platform, upwardly towards the support; and raising the platform and/or support frame, using a movable carriage upon the support.

Particularly in the case of containers mounted upon railway freight wagon carriages, a tail-lift load platform extended admits of either end or side ramp deployment for (un)loading.

A tail-lift and ramp could be used to carry a fork-lift truck for (un) loading. In transit, the support frame and lift platform would be elevated with the fork-lift truck in situ and tied securely down.

With a demountable tail-lift the lift platform could be fitted with ground running wheels -such as an end pair of swivel castor wheels for manoeuvrability and a larger pair of load support wheels at the support frame end of the support frame, to assist relocation. These lift platform wheels could themselves be retractable when not required.

Generally, the tail lift support frame is configured to minimise an obstruction to a load platform, deck or container mouth, both in span or width, and height or depth. To this end, slim support framework, possibly carried marginally outboard of the deck or container confines, would be desirable.

Such considerations would also apply to an extended support framework, to allow operating clearance for container end doors, so that they could be swung open and back through 270 degrees to lie alongside a container side.

For a rearward, longitudinal support frame extension sufficient to accommodate the span or width of an end door, supplementary bracing may be employed, such as an extendible downward support leg, deployable, at the outboard end of the support frame, to ease the load upon the container floor, albeit imposing bending stress upon the frame, which may in turn be resisted by diagonal bracing, again movable to accommodate end door opening or closure.

In certain circumstances, an end door itself, upon opening through 90 degrees, may be entrained temporarily in the support frame, to provide supplementary stiffening and bracing. Additionally, with such a longitudinal support frame extension, an adjustable bridging floor plate could be provided to span from container base or deck to the lift platform, when deployed.

There now follows a description of some particular embodiments of [dedicated, road vehicle] containers with on-board integrated tail-lift and (un) loading ramp assemblies according to the invention, by way of example only, with reference to the accompanying diagrammatic and schematic drawings, in which: Figures 1 A through 1 D show successive individual stages in container loading, using a combination tail-lift and integral ramp; Thus, more specifically : Figure 1 A shows an integrated collapsible tail-lift and folding ramp, mounted upon the rear end of a vehicle transporter, and in a compact stowage configuration; Figure 1 B shows the tail-lift and ramp of Figure 1 A partially deployed, with its inboard end at a lower or base load deck height; Figure 1 C shows the tail-lift and ramp of Figures 1 A and 1 B, fully deployed, with the lift platform generally horizontal, carrying an unloaded vehicle, and with an end ramp fully extended and slightly downwardly inclined, ready for ground contact; Figure 1 D shows the tail-lift and ramp of Figures 1 A, 1 B and 1 C set in a lowered position, [either in direct contact with, or marginally-spaced, from the surrounding ground level] and with an entrained rearward ramp deployed and its outboard end in ground contact, with a vehicle, in the course of unloading, transitting the outward end of the lift platform and the inboard end of the ramp, en route to the ground level ; Figures 2A through 2D show a variant integrated tait-gate platform and ramp from that of Figures 1A through 1D, in generally corresponding (un) loading conditions, with a retractable support post mounting upon the container chassis; Thus, more specifically : Figure 2A shows a fully collapsed, or inwardly-folded tail-lift and ramp; Figure 2B shows a partially-deployed, outwardly pivoted lift platform and part-unfurled ramp at its outboard end; Figure 2C shows a fully-deployed, generally horizontal, lift platform, aligned with a lower or base deck, and an end ramp fully outwardly extended; Figure 2D shows the deployed Tift platform and extended ramp, in a fully lowered condition, through a downard extension of a tail-lift support frame, with lift platform ramp both in contact with the surrounding ground level ; Figures 3A through 3D, show a demountable variant of an integrated tail-lift and ramp, and correspond generally to certain stages of the unloading sequences of Figures 1 A through 1 D and 2A through 2D; Thus, more specifically: Figure 3A shows a fully collapsed tain-lift and end ramp; Figure 3B shows a fully deployed tail-lift and end ramp, lowered to ground level, with a vehicle resting thereupon; Figure 3C shows the fully deployed tail-lift and end ramp of Figure 3B, demounted altogether from a vehicle chassis, by uncoupling a support frame from upper and lower chassis mounting points; Figure 3D shows a demounted tail-lift and end ramp of Figure 3C, with underside, retractable ground running wheels deployed, including a pair of castor wheels at the outboard ramp end; Figures 4A through 4D show a variant of the demountable, integrated tail-lift and end ramp of Figures 3A through 3D, in a mounting sequence; Thus, more specifically : Figure 4A shows a container vehicle reversed towards a demounted tail-lift resting upon ground level, with its support frame canted rearwardly somewhat toward the container, and with the lift platform and end ramp fully deployed generally horizontally, in this case upon extended underside ground running wheels 21; Figure 4B shows the upper end of the tail-lift support frame hooked or clamped upon an upper mounting at the container roof and a lower mounting lock, such as a twistlock, engaged, but with the lift platform and end ramp still extended and in ground contact; Figure 4C shows an initial stage in eTevation, of the lift platform upon its support frame, approaching the container lower or base deck height, with the end ramp still extended; Figure 4D shows the elevated lift platform hinged upward towards its collapsed condition, with the end ramp part inwardly furled; Figure 5A shows a detail of a downwardly extendible lower end portion of a support frame for the integrated tail-lift and end ramp of Figures 2A through 2D; Thus, more specifically: Figure 5A shows a fully extended lift-platform and end ramp, with a vehicle loaded thereupon and spanning therebetween, with a lower end of a support frame in an intermediate raised condition, so that its lower end is spaced somewhat from the ground; Figure 5B shows the lower end of the tail-lift support frame fully extended downwardly, so that its lower end contacts the ground, bringing the lift platform and ramp also into ground contact; Figures 6A and 6B show the tail-lift, similarly to that of Figures 2A through 2D and in some respect also Figures 5A and 5B, used to carry an on-board fork-lift truck for load handling; Thus, more specifically: Figure 6A shows a fork-lift truck in transit from ground level on to a fully-lowered and extended lift platform and end ramp of an integrated tail-lift and ramp; Figure 6B shows the lift platform and extended ramp still extended but elevated together to a lower, or base deck level ; Figure 7A shows a three-dimensional, perspective part-view, taken from one end of a container vehicle, of an integrated tail-lift and end ramp, such as depicted in the various preceding drawings, upon an extension support frame, configured to allow opening and closure therethrough of container end doors 28; Figure 7B shows the integrated tail-lift and end ramp extension of Figure 7A, fitted upon the end of a containerised railway wagon carriage, and elevated to a docking platform, at a docking station, with side ramps deployed between lift platform and docking platform 29; Figure 7C shows a variant of the integrated tail-lift and end ramp of Figure 7A, upon an extended support frame, configured to accommodate opening and closure of split end gates 31 at each of upper and lower deck levels, with provision for intervening or bridging deck extension 32 between those levels and the lift platform, when deployed.

As the drawings are generally self-explanatory, with much commonality of features between the various embodiments, and given the foregoing explanation of each Figure in turn, the following description will be restricted to significant features.

Referring to the drawings, a dedicated transporter 20, for vehicles 30, is configured to comply with standard containerised load constraints.

The transporter has a lower deck 22, upon a longitudinal chassis frame 25, surmounted by a relatively movable upper deck 24. The upper deck 24 is supported by opposite pairs of corner end posts 27, with diagonal bracing frames 26, to the chassis 25.

The chassis 25, and therefore the lower deck 22, is generally at a significant height above the surrounding ground level, not least to accommodate sets of ground running wheels 23.

The container 20 is configured overall for drive-on/drive off (un) loading through a (rear) end. At that rear end is installed a dedicated (un) loading facility 10, comprising an integrated (collapsible) tail-lift, or tail-gate, lift platform 14 and (folding) ramp 15.

The ramp 15 is pivotally mounted, at its in-board end, about the outboard end of the platform 14. The platform 14 is itself pivotally mounted, at its in-board end, upon movable carriages or traversers 12.

The carriages 12 is constrained to move along (ie up and down) respective support posts 11. For example, a roller guideway, or slide, with attendant manual and/or powered lift mechanisms, such as drive cords and pulleys (not shown), and/or hydraulic rams, may be provided.

Similarly, provision is made (but again not shown) for manual or powered tilting of both the platform 14 about the carriage 12 and of the ramp 15 about the outboard end of the platform 14.

In the fully elevated and collapsed, or retracted, stowage condition of Figure 1 A, the ramp 15 is folded back upon itself, to overlie the tail-lift platform 14. The platform 14 itself is swung upwards, to lie generally upright, alongside and somewhat behind the support posts 11. In this compact stowage condition, the platform 14 forms an end wall or barrier to the transporter 20.

The support posts 11 are set rearwardly of the deck support corner posts 27 and secured to upper and lower extension frame members 13,17 respectively. The span of the extension (frame) members 13, 17 sets the integrated tail-lift and ramp assembly somewhat apart from, and to the rear of the transporter 20 chassis as a whole. Reliance is placed upon regulatory exemptions to standardised container and road transport vehicle lengths for such dedicated on-board (un) loading facilities.

For enclosed (ie with roof and side panels) container variants (as depicted in Figure 7A) provision would be made, in the depth or span of the extension frames 13,17, to allow an opening clearance-enabling end closure doors on opposite sides, to be folded back through 270 degrees to lie alongside the container side walls In order to bridge the span of the extension frames 13,17, and preserve continuity of load support, for load transfer between decks and tail-lift platform 14, the upper and lower decks 24,22 respectively somewhat overhang the rear of the transporter 20 chassis 25.

Figure 1C depicts the tail-lift platform 14 fully-deployed, by pivoting outwards, upon the carriage 12, from its collapsed (compact stowage) condition of Figure 1 A, to extend generally horizontally. The platform 14 height upon the support posts 11 is set to bring it level with the lower deck 22.

Upon deployment of the tail-lift platform 14, the ramp 15 is also unfurled, to extend the overall span of the platform, allowing a loaded vehicle 30 to share the combined overall span of platform 14 and ramp 15, as depicted in Figure 1 B.

In principle, the platform 14 could be raised for alignment with the upper deck 24, without requiring movement of that deck. Alternatively, the upper deck 24 could be lowered somewhat, or completely, to rest upon the lower deck 22, for alignment with the platform 14. Indeed, a combination of deck height and tail-lift adjustment could be employed.

Figure 1 D shows the platform 14, along with the captive ramp 15, lowered-by traversing the carriage 12 to the full downward depending extent of the support posts 11. Since the support posts 11 generally end somewhat above the surrounding ground level 40, the platform 14 remains suspended somewhat above the ground, even in its fully-lowered condition. Reliance must then be placed upon inclination of the ramp 15 to bridge the height differential between platform 14 and the ground 40.

Ramp angle adjusts automatically, by allowing free pivot about the platform 14 once deployed, until its outboard end contacts the ground. The ramp angle is however fairly shallow, facilitating (un) loading to and from the suspended platform 14.

Figures 2A through 2D, 5A and 5B, depict a variant integrated tail-lift and ramp, with downwardly extensible, support posts 11, affording greater operating travel for the carriages 12. This in turn brings the platform 14 much closer to, and even into direct contact with, the underlying ground 40, along with the extended ramp 15.

As an alternative, or even addition to, the downward extension of the support posts 11, the entire posts 11 themselves could be movably mounted upon the frame extensions 13,17. With the support posts 11 fully retracted-to say a higher position than afforded in the Figures 1 A through 1 D embodiment, the ramp departure clearance angle of the container chassis 25 is enhanced-allowing traverse of greater ground slope transitions than hitherto, without grounding.

Figures 3A through 3D show a demountable variant integrated tail-lift and ramp assembly, in which the extension frames 13,17 can be selectively uncoupled respectively from corner posts 27 and support posts 11-once the tail-lift is resting securely upon the ground 40, for example by using the retractable support post extension facility of the Figures 2A through 2D variant.

Generally, the transporter 20 variants described in the embodiments of Figures 1 through 3 are intended for on-road freight haulage. That said, (containerised) railway wagon variants could be contemplated, albeit with adaptations of the (un) loading facility, such as depicted in Figure 7B.

Component List 10 integrated tail-lift and ramp 11 support post/pillar 12 carriage 13 upper extension frame 14 tail-lift/tail-gate platform 15 (un) loading ramp 16 bracing arm 17 lower extension frame 20 transporter 21 lift platform (underside) wheels 22 lower deck 23 running wheels 24 upper deck 25 chassis 26 bracing 27 corner post 28 container end door 29 docking platform 30 vehicle 31 split end gates 32 bridging plate 33 extensible leg 40 ground level

Claims (7)

1. Claims 1.

   An integrated tail-lift and loading ramp (10), such as for a containerised transporter (20), comprising a support post (11), for mounting upon a container chassis (25), a carriage (12), movably mounted upon the support post, for height transition, a load platform (14), pivotally mounted to the carriage, a ramp (15), pivotally mounted to the tail-gate platform, whereby load transition between container load deck and ground level (40), can be effected, through a combination of tail-gate movement and ramp deployment.
2. 2.

   An integrated tail-lift and loading ramp, as claimed in Claim 1, with movable, and/or downwardly extensible support posts, to allow carriage travel nearer to the ground, and thereby reduce, minimise or obviate ramp inclination, and admit retraction for enhanced chassis ground clearance.
3. 3.

   An integrated tail-lift and loading ramp assembly, as claimed in either of the preceding claims, selectively demountable from a load transporter.
4. 4.

   An integrated tail-lift and loading ramp assembly, as claimed in any of the preceding claims, wherein the load platform and/or the ramp are movable to form an end closure gate upstand, to a load platform.
5. 5.

   An integrated tail-lift and loading ramp assembly, as claimed in any of the preceding claims, wherein the tail lift is spaced from the end of a load platform, by a spacer support frame, to allow opening or closure of end doors, through the frame.
6. 6.

   An integrated tail-lift platform and (un) loading ramp, substantially as herein before described, with reference to, and as shown in, the accompanying drawings.
7. 7.

   A vehicle incorporating an integrated tail-lift and loading ramp assembly, as claimed in any of the preceding claims.