GB2393430A - Cargo carrying apparatus - Google Patents

Abstract

A cargo carrying apparatus comprises cargo support means 12 and attachment means 14 operable for attaching the cargo support means to a vehicle. The attachment means comprises a tow bar hitch means 16 co-operable with a tow bar 20 of the vehicle. A load transfer arrangement is provided comprising an arm 22, plate 24 and mounting arrangement 26. The plate 24 is mounted to the vehicle chassis by the same means as the tow bar and has two pins 40 with enlarged heads 42 near it's bottom end. The lower end of the arm carries a cross plate 44 with slots formed therein for engagement with the pins. In use, the carrying apparatus can be lowered, simultaneously bringing the hitch into engagement with the tow bar and sliding the cross bar into position behind the heads of the pins.

Description

Cargo Carrying Apparatus The present invention relates to cargo carrying

apparatus and in particular, apparatus for use with a vehicle.

The present invention provides cargo carrying apparatus for use with a vehicle, comprising cargo support means and attachment means operable to detachably attach the cargo support means to a vehicle, the attachment means comprising tow bar hitch means attached, in use, to the cargo support means and detachably co-operable with a tow bar of a vehicle, and load transfer means operable to transfer at least part of the load from the cargo support means to at least one further support location so that the load of the cargo is shared between the tow bar and the or each further support location.

Preferably at least two further support locations are provided. The tow bar and the further support locations are preferably arranged in a triangle when viewed along the fore and aft direction of the vehicle. The or at least one of the support locations is, in use, preferably below the level of the tow bar. Preferably each of the support locations is, in use, below the level of the tow bar. The or each further support location is preferably substantially fixed, during use, relative to the vehicle.

Preferably the attachment means includes a support member extending, in use, from the cargo support means to the or each remote location, the remote location being provided with Remountable mounting means cooperable with the support member for mounting the support member at the remote location. The or each mounting means may be demountable by movement in substantially the same direction as is required to remove the tow bar hitch means from the tow bar. Preferably the mounting means is provided by a substantially rigid member attached to the tow bar. The rigid member may be a plate member. The rigid member may be mounted to the vehicle by the same mounting arrangement as the tow bar.

The mounting means may include a slot and pin arrangement, the pin being receivable within the slot. The pin preferably has an oversize head to allow the pin to move along the slot from an open end of the slot, to engage the slot while projecting transversely from the slot, but preventing the pin leaving transversely from the slot.

Typically, the cargo support means is presented at an incline towards the attachment means. Possibly, that incline is in the order of 5 degrees. Furthermore, the attachment means may include a tow bar hitch inclined at an angle. Possibly, that angle is in the order of 15 degrees to the horizontal.

Possibly, the support means includes a support strut which extends laterally through the attachment means and with crossbars in order to define the cargo support means.

Normally, a brace is provided between respective overlapping support strut and crossbar.

Possibly, this brace includes an aperture to act as an anchor point. Typically, the aperture is V-shaped with a diamond cut out within which a strap hook may be retained.

Also, incorporated within the present invention is a locating aperture for strap fasteners, the aperture having a diamond shape whereby overgrip elements such as hooks are urged towards fixing points within that diamond shape to inhibit slide movement and therefore allow the strap to be more consistently tensioned in use.

An example of the present invention will now be described in more detail, by way of example only, and with reference to the accompanying drawings, in which: Fig. I is a partly schematic side view of a first embodiment of cargo carrying apparatus in accordance with the present invention; Figs. 2, 3 and 4 are partial sectional views at the lines 2-2, 3-3 and 4-4 of Fig. 1, respectively; Fig. 5 is an elevation of the support member of the attachment means, viewed along the line 5-5 in Fig. 4; Fig. 6 is a schematic diagram of the geometry of the arrangement, viewed along the fore and aft direction of the vehicle; Fig. 7 is a highly simplified side view of the rear of a vehicle to which the apparatus of Figs. I to 6 has been attached;

Fig. 8 is a plan view of a second embodiment of cargo carrying apparatus in accordance with the present invention; Fig. 9 is a side view of the cargo carrying apparatus depicted in Fig. 8; Fig. 10 is a part crosssection of a hitch depicting a heel plate held within a main bracket of that hitch; and, Fig. 11 is a front view of a brace utilised in accordance with the present invention.

Fig. 1 illustrates a first embodiment of a cargo carrying apparatus 10 for use with a vehicle (not shown in Fig. 1). The apparatus 10 comprises cargo support means 12, shown in this example as a simple horizontal platform but which may take many other forms, including forms adapted for more secure carrying of particular types of load, such as bicycles, rigid boxes or flexible containers.

Attachment means indicated generally at 14 are provided to detachably attach the cargo support means 12 to a vehicle.

The attachment means 14 comprise tow bar hitch means 16 attached, in use, to the cargo support means 12 at 18 and detachably co-operable with a tow bar 20 of the vehicle.

The tow bar hitch means 16 is preferably of the lockable type, so that once engaged with the tow bar 20, the hitch means 16 cannot be removed from the tow bar 20 without operation of a security device, such as a lock. The locking arrangements can be conventional in themselves and are not shown in the drawings, in the interests of clarity.

The attachment means 14 also includes a load transfer arrangement in the form of an arm 22, plate 24 and mounting arrangement 26, all to be described in more detail below. The load transfer arrangement serves to transfer at least part of the load from the cargo support means 12 to further support locations at the mounting arrangements 26, so that the load of the cargo on the cargo support means 12 is shared between the tow bar 20 and the further support locations, as will be described.

The tow bar 20 is of conventional type, having a tow ball 30 at the tip of a curved

shaft 32, and a base 34 at the other end of the shaft 32. The base 34 is secured to an anchor plate 36 by means of two nut and bolt arrangements 38. The anchor plate 36 is provided by a member of the vehicle chassis, or a member permanently affixed to the vehicle chassis, so that load from the tow ball 30 is conveyed through to the chassis during use.

The plate 24 is interposed between the base 34 and the anchor plate 36, and has appropriate apertures to receive the bolts 38. Consequently, the plate 24 is mounted to the vehicle chassis by the same arrangement as the tow bar 20.

The plate 24 extends down from the base 34 and anchor plate 36 to provide support, near its lower extremity, for two pins 40. The pins extend from the same face of the plate 24 as the tow bar 20 and have enlarged heads 42 at their free ends, for reasons which will become apparent. The arm 22 is attached at its upper end to the cargo support 12 at a position rearward, in use, from the tow ball 30. The arm 22 is made of box section material and formed to a shape which provides clearance from the tow bar 20, as can be seen from Fig. 1.

The lower end of the arm 22 carries a cross plate 44 shown most clearly in Fig. 5.

The cross plate 44 is centred on the arm 22 and has slots 46 formed to either side of the arm 22. The slots 46 extend up from the lower edge of the cross plate 44. Thus, the slots 46 extend in a generally vertical direction from their open lower end to their closed upper end.

The horizontal width of the slots 46 is sufficient to accommodate the shank of the pins 40, but is narrower than the enlarged heads 42. Consequently, the cross plate 44 can be placed over the pins 40 and lowered to a position behind the heads 42, with the pins 40 entering the open lower ends of the slots 46 and moving up the slots 46 relative to the plate 24, as the plate 24 is lowered relative to the pins 40, until the pins engage the upper ends of the slots 46. This movement of the pins 40 is generally longitudinal relative to the length of the slots 46 and leaves the pins 40 projecting transversely from the slots. However, the pins 40 are prevented from leaving the slots 46 in a transverse direction, being blocked by the presence of the heads 42 in one direction, and the presence of the plate 24 in the other direction. The separation between the heads 42 and the plate 24 is preferably substantially the same as the thickness of the cross plate 44 so that the cross plate 44 fits snugly behind the heads 42.

s In use, the cargo support means 12 can be installed on a vehicle, in the following manner. Firsts the support means 12 is offered to the vehicle while the support means 12 is raised slightly above its final position (of Fig. 1), but otherwise in its final orientation. This allows the hitch 16 to move to a position above the tow ball 30 as indicated in broken lines at 48 in Fig. 1. This also brings the cross plate 44 into a position above the pins 4O, in the region 50 between the tow bar 20 and the pins 40. Conveniently, the cross plate 44 can be butted against the plate 24 to indicate that the appropriate horizontal position has been reached. From this position, it is possible to lower the arrangement vertically, simultaneously bringing the hitch 16 into engagement with the tow bar 20, and sliding the cross plate 44 down into position behind the heads 42 of the pins 40. Once fully engaged in this manner, the hitch 16 can then be locked. This also locks the cross plate 44 to the pins 40, by preventing the cross plate 44 rising relative to the pins 40.

The arrangement is then in the condition illustrated in Fig. 1. Cargo can then be placed on the cargo support means 12, so exerting a downward load L on the cargo support means 12. The load L is borne in part by the tow bar 20 and in part by the pins 40 and plate 24. The geometry of these positions is illustrated in Fig. 6. As can be seen, the locations of the further support provided by the pins 40 is remote from the tow ball 30. Both pins are below the ball 30 and are spaced to either side of the ball 30, which is conventionally located at the centre line of the vehicle. The load L is thus shared between the tow bar 20 and the pins 40 in various ways, the precise manner depending on the dimensions chosen for the arrangement, and the weight and position of the cargo on the support means 12. In effect, the support means 12 is provided with a form of cantilever support. Whereas the tow hitch 16 would have a tendency to rotate on the spherical tow ball 30 when under load, if unrestrained (a property which is indeed necessary when the tow ball 30 is used alone for towing a trailer, for example), this tendency is stopped by the arm 22 and the support provided at the pins 40.

Thus, the arm 22 prevents the support means 12 from pivoting down under load, as can be appreciated from Fig. 1, because the lower end of the arm 22 is mounted to the plate 24 by l means of the pins 40. In similar maimer, any tendency of the support means 12 to twist about the fore and aft axis of the vehicle, or about a vertical axis through the tow ball 30, is resisted by the provision of the pins 40 spaced to either side of the tow ball 30, as shown in Fig. 6.

Thus, the triangular arrangement of the tow ball 30 and the pins 40 is sufficient to lock the support means 12 against rotation on any axis about the tow ball 30 and causes the load L to be l shared between the tow bar 20 and the two support locations.

The geometry of Fig. 6 is preferred as providing this support primarily with the arm 22 in compression. It can readily be understood that many other geometries could be provided. The arm could reach above the tow ball 30 if sufficient space is available under the vehicle. Additional support locations could be provided for increased security of attachment.

Alternative arrangements for mounting at the further support locations could be provided, but the arrangement described is particularly preferred for its mechanical simplicity and because it can be engaged by the same movement used to engage the tow hitch 16 to the tow ball 30.

Thus, only a single operation is required to offer the apparatus to the vehicle and engage it with the tow ball 30 and pins 40.

Fig. 7 illustrates the apparatus 10 in use with a vehicle 52. The anchor plate 36 is at the end of a member 54 attached to the vehicle chassis (not shown). The anchor plate 36 carries the plate 24 and the tow bar 20, as has been described. The cargo support means 12 is mounted on the tow bar 20 and pins 40 as has been described. Cargo 56 is supported on the cargo support means 12.

Figs. 8 and 9 illustrate a second embodiment of a cargo carrying apparatus in accordance with the present invention. The principal structures of the second embodiment are similar to those depicted with regard to the first embodiment of the first invention described above. However, it will be noted that a cradle pannier or carrier 101 is sloped or inclined downwards from back to front towards the attachment end of the apparatus. Such sloping or inclination is designed to encourage wedging of particularly soft cargo between the carrier 101 and a vehicle to which the cargo carrier 101 is secured. The inclination will also discourage any tendency for cargo to slide rearwards, particularly when the vehicle is in forward motion.

It will be understood that cargo will generally have an inertia and other factors may cause such rearward sliding motion. The incline angle of slope or inclination will generally be 5 to the horizontal at the attachment location.

It will be understood that the load capacity for the present apparatus is dependent upon the tow hitch capacity available for the vehicle. This tow hitch capacity to a significant extent depends upon vehicle stability performance whilst carrying a load. In such circumstances, provision of a rack or cradle which has sufficient strength to support the cargo weight but is itself lightweight has advantages. Thus, the second embodiment depicted in Figs. 8 and 9 illustrates a carrier 101 in the form of a cradle in which there is a support strut 102 extending

from one side to the other through cheek plates 103 of the attachment means whilst cross members 105, 115 extend across the carrier 101. In such circumstances, a lightweight cradle can be constructed as the carrier 101 of relatively strong tubular material such that the carrier 101 itself will not constitute a significant part of the load carrying capacity of the cargo carrying apparatus.

In order to facilitate retention of a load within a carrier 101, brace elements 104 are provided which extend in a gap between the lateral support strut 102 and the cross bars 105.

These brace elements 104 as will be described later generally have a V aperture with a diamond shaped cut out through which cargo strap hooks may pass in order that these straps can be secured over the cargo within the carrier 101.

The carrier 101 acts as a cargo carrying apparatus in a similar fashion to that described above with regard to the first embodiment of the invention. Thus, the carrier 101 is secured through an attachment arrangement including a hitch bar 122 which has an end 123 secured over a tow bar ball 124. In the second embodiment depicted in Figs. 8 and 9 this tow bar 122 is presented at an angle in the order of 15 degrees to the horizontal for better load distribution and presentation of the carrier 101. The tow bar 122 presents weight through the ball 124 and via cheek plates 103 upon a mounting plate 112 bracket secured to an anchor plate 136 or other part of the vehicle chassis. The plate 136 and a base 134 from which a shaft 132 extends to the tow ball 124 are all secured through a nut and bolt arrangement 138 to that chassis (not shown). From the bottom of the tow bar 122 a heel plate 111 extends down towards the mounting plate 112. In such circumstances, a lead end 144 of a heel plate 111 is in contact with that plate 112 in order that weight from the carrier 101 is distributed between the tow ball 124 and onto the plate 112 through the lead end 144. The carrier 101 essentially hangs upon the tow ball 124 hitch and is bolted to a central structure with the heel plate 111 bracket forced against the plate 112. However, in the second embodiment in comparison with the first embodiment described above there is a different approach to preventing movement of the carrier 101 rack about the ball and socket arrangement of the tow bar 122 on the tow ball 124.

In the second embodiment depicted in Figs. 8 and 9 sideways movement is prevented by a close fit between the lateral edges of the heel plate 111 and internal surfaces of the bracket which forms the plate 112. It will be seen that the bracket which forms the plate 112 has edges bent to form square flanges 212. It is this cross-section of plate 112 with square flange sides

212 which defines a parallel and snug location for the heel plate 111.

Fig. 10 illustrates the heel plate 111 within the bracket from which the plate 112 is formed. As can be seen, the bent flanges 212 have corner radii which normally would cause the heel plate 111 to be held off from abutting contact with the inner surface of the plate 112 resulting in problems with regard to secure location of the heel plate 111 within the bracket from which the mounting plate 112 is formed. In the present invention the heel plate 111 has the lead end section 144 which avoids such corner radii contact inherent with a snug and parallel fit within the bracket from which the plate 112 is formed. In such circumstances, good abutting position is achieved between that leading section 144 and the inner surface of the bracket from which the plate 112 is formed whilst the cheek parts 311 engage the flange sides 212 of the bracket with the result that there is snug location with resistance to forward and aft as well as side to side sway once a stopper bar 113 and clamping screws 114 are appropriately positioned. It will be appreciated that side to side movement of the heel plate 111 bracket is prevented by each cheek portion 311 to flange portion 212 juxtaposed association whilst longitudinal, that is to say along the axis of the vehicle, movement is prevented by the stopper bar 113 which is drilled to accept one and preferably two clamping screws 114. In use, the lead portion 144 is located in position relative to the plate 112. Reasonable clearance is provided for entry of the lead portion 144 between the bracket incorporating the plate 112 and the stopper bar 113. Nevertheless, the stopper bar 113 prevents gross longitudinal movement of the heel plate leading portion 144 as a result of anti-clockwise rotation about the tow ball 124. It will be understood that when locating the cargo support arrangement as described with respect to Fig. I above, typically the arrangement will be located above the tow ball 124 and then moved substantially vertically downward in the direction of arrowhead X, thereby locating the tow bar end 123 on the ball 124 and the lead portion 144 within the bracket which forms the plate 112 and between the flanges 212 of that bracket.

Once in approximate position upon the ball 124 and within the bracket from which the plate 112 is formed it will be understood that clamping screws 114 are then tightened towards the plate 112 and against the rear surface of the lead portion 144. Such tightening creates a very close interference fit between the heel plate 111 and in particular its lead portion 144 with the plate 112 and the cheek portions 312. In such circumstances the cargo support

arrangement is robustly secured upon the tow ball 124 and within the bracket from which the plate 112 is formed.

As indicated above, normally two screws 114 are utilised at respectively spaced locations. In such circumstances there is a fundamental three point triangular fixing for the cargo carrying apparatus comprising the engagement with the ball 124 and the two screw 114 fixing positions. It will be appreciated that the screws 114 should be arranged to contact the heel plate 111 at as broadly a spaced positioning as possible. Such broad positioning will typically be near to the extreme edges of the heel plate 111. Furthermore such broad positioning may facilitate greater close fit interference between the heel plate 111 bracket and the bracket incorporating the plate 112 and flagger side portions 212.

Advantageously the screws 114 may be provided with a locking mechanism in the form of backing nuts (not shown). In such circumstances a minimum clearance may be set between the screw 114 and heel plate 111. Thereafter, the cargo carrying apparatus may then be mounted and demounted without recourse to movement or adjustment of the screws 114 for appropriate positioning.

Generally, the screws 114 will be provided with anti vibration means. This anti vibration means will prevent vibrational release of the screws 114 in use. The anti vibration means may take the form of a toggle lever, shake proof nut welded to the stop bar 113 or other mechanism. It will be appreciated that the heel plate 111 and in particular the shape of that plate 111 will be chosen in order to allow ready fitting and removal of the cargo carrying apparatus.

It should be understood that the heel plate 111 bracket in terms of its configuration should allow ready location upon the tow ball 124 whilst the lead portion 144 can be positioned easily clear of the screws 114 but with an optimised angle for the tow bar 122 relative to the ball 124.

As indicated above the tow bar 122 is mounted on the tow ball 124 preferably with the greatest possible downward angle. A steep downward angle will reduce the overall height of the cargo carrying arrangement, and in particular the carrier 101. It will also be understood that the angle with which the tow bar 122 is presented to the ball 124 will be relevant to weight distribution as well as resilience of the coupling between the end 123 upon that ball 124.

Typically, the tow bar hitch angle is 15 degrees to the horizontal.

It will be appreciated chat the lead portion 144 of the heel plate 111 will generally have a vertical face in order to contact a similarly vertical plate 112. Such substantially perpendicular association between the opposed surfaces of the plate 112 and portion 144 will facilitate robust construction and retention by compressive tightening through the screws 114.

Generally, the lead portion 144 will extend below the bracket incorporating the heel plate 111 in order to provide clearance for turning the screws 144 whilst ensuring that the heel plate 111 clears the underside 139 of the tow ball 124 attachment when lifted into and out of engagement. In such circumstances the heel plate 111 bracket has a generally "dog leg" shape to achieve this functionality.

In order to provide reinforcement to the heel plate 111 bracket as indicated above, cheek plates 103 are provided either side of that bracket. These cheek plates 103 in addition to providing stiffness to the heel plate 111 bracket also bear the vertical load of the carrier 111 and cargo within it. In such circumstances, the lateral strut 102 generally passes through apertures in these cheek plates 103 whilst brace elements 104 provide load transfer to that lateral strut 102 from cross struts 105 and other longitudinal cross struts 115 are directly associated with these cheek plates 103.

The brace elements 104 as indicated above also provide a mechanism for securing tie straps. Fig. 11 provides a front view of a brace 104 in isolation from a cargo carrying apparatus but associated with a hook 404 of a cargo strap. Thus, it can be seen that one end 400 has a slight concave nature to facilitate engagement with a lateral support strut 102 whilst there is a V shaped aperture 401 opening to end legs 402, 403. This aperture 401 can also be said to have a diamond cut out shape within which a hook 404 of a cargo securing strap may act in order to allow retention. In such circumstances the hook can be secured whereby the straps are deployed axially or laterally from the brace about the cargo and may then be returned to the same brace 104 or diagonally from one brace 104 to another brace 104 in the cargo carrying apparatus. It will be noted that the generally diamond shape creates a bias towards tight fixing at the corner points a, b, c, d so that due to the inclined slope either side of these points a, b, c, d there is a resistance to slide of the hook 404 allowing greater tension to be retained within the strap securing the cargo load. It will be noted that the location d is closed by association with a cross member 105 (not shown) so that a strap hook can then be

arranged to locate around that strut member 105 for resilient location and therefore securing a cargo within the carrier 101.

Many variations could be made to the apparatus described above, without departing from the scope of the present invention. In particular, many other shapes and configurations of components could be devised. Components are preferably manufactured from high grade hardened steel in view of the loads likely to be experienced in use, but other materials of adequate strength for the loads could be used.

Whilst endeavouring in the foregoing specification to draw attention to those features

of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims (24)

1. A cargo carrying apparatus for use with a vehicle, comprising cargo support means and attachment means operable to detachably attach the cargo support means to a vehicle, the attachment means comprising tow bar hitch means attached, in use, to the cargo support means and detachably co-operable with a tow bar of a vehicle, and load transfer means operable to transfer at least part of the load from the cargo support means to at least one further support location so that the load of the cargo is shared between the tow bar and the or each further support location.

2. An apparatus as claimed in claim I wherein at least two further support locations are provided

3. An apparatus as claimed in claim I or claim 2 wherein the tow bar and the further support locations are arranged in a triangle when viewed along the fore and aft direction of the vehicle.

4. An apparatus as claimed in any of claims 1, 2 or 3 wherein the or at least one of the support locations is in use below the level of the tow bar.

5. An apparatus as claimed in any preceding claim wherein each of the support locations is, in use, below the level of the tow bar.

6. An apparatus as claimed in any preceding claim wherein the or each further support location is substantially fixed, during use, relative to the vehicle.

7. An apparatus as claimed in any preceding claim wherein the attachment means includes a support member extending, in use, from the cargo support means to the or each remote location, the remote location being provided with Remountable mounting means co-operable with the support member for mounting the support member at the remote location.

8. An apparatus as claimed in claim 7 wherein the or each mounting means is demountable by movement in substantially the same direction as is required to remove the tow bar hitch means from the tow bar.

9. An apparatus as claimed in claim 7 or claim 8 wherein the mounting means is provided by a substantially rigid member attached to the tow bar.

10. An apparatus as claimed in claim 9 wherein the rigid member is a plate member.

11. An apparatus as claimed in claim 9 or claim 10 wherein the rigid member is mounted to the vehicle by the same mounting arrangement as the tow bar.

12. An apparatus as claimed in any of claims 7 to 11, wherein the mounting means includes a slot and pin arrangement, the pin being receivable within the slot.

13. An apparatus as claimed in claim 12 wherein the pin has an oversized head to allow the pin to move along the slot from an open end of the slot, to engage the slot while projecting transversely from the slot, but preventing the pin leaving transversely from the slot.

14. An apparatus as claimed in any preceding claim wherein the cargo support means is presented at an incline angle towards the attachment means.

15. An apparatus as claimed in claim 14 wherein the incline angle is in the order of 5 degrees to the horizontal.

16. An apparatus as claimed in any preceding claim wherein the attachment means includes a tow bar hitch inclined at a tow bar hitch angle.

17. An apparatus as claimed in claim 15 wherein the tow bar hitch angle is in the order of 15 degrees to the horizontal.

18. An apparatus as claimed in any preceding claim wherein the support means includes a support strut which extends laterally through the attachment means and with crossbars in order to define the cargo support means as a cradle.

19. An apparatus as claimed in claim 18 wherein a brace is provided between each respective overlapping support strut and crossbars.

20. An apparatus as claimed in claim 18 or claim 19 wherein this brace includes an aperture to act as an anchor point.

21. An apparatus as claimed in claim 20 wherein the aperture is V-shaped with a diamond cut out within which a strap hook may be retained.

22. A cargo carrying apparatus for use with a vehicle substantially as hereinbefore described with reference to Figs. I to 7 or Figs. 8 to 11.

23. A locating aperture for strap fasteners, the aperture having a diamond shape whereby overgrip elements such as hooks are urged towards fixing points within that diamond shape to inhibit slide movement and therefore allow the strap to be more consistently tensioned in use.

24. A locating aperture for strap fasteners substantially as hereinbefore described with reference to the drawings and particularly to Fig. 11.