GB2415957A - Flat-rack with foldable stanchions - Google Patents

Abstract

A lattice frame flat-rack container (10) features splayed lateral load restraint post (12) in-fold for a compact stackable collapsed form and transverse beams (15) between longitudinal chassis rails (13) with profiled upstands (27) to intersect between juxtaposed chassis rails of a stacked overlying flat-rack deck.

Description

. . . . . : e. .:e.e: : :: . . . .

241 5957 Over-Length Log Rack This invention relates to containers, particularly, but not exclusively, open-deck platform base container formats, or so-called 'flat-racks'.

Terminology The terms container or flat-rack are used nter- changeably herein to embrace generalised load support and carriage confgurabons for load diversity.

Format A diversity of container structures have been devised of both open lathce and infill panel format.

Rectangular formats are commonly adopted for conformity with standardised capture, handling and stacking geometry.

1 5 Syntax For conciseness of expression, items in brackets, vis [ ... ], represent optional features, characteristics, qualifiers or constraints.

In the claims, expressions In brackets alongside claim numbering are for ease of reference and as such form no part of claim scope or interpretation.

Background

Multiple Discrete Load Elements A certain commonality, consistency or uniformity of individual load element cross-sectonal shape and/or size allows multiple stacking interfit and nternesting.

A measure of self-stabilisation, subject to some overall lateral restraint, also anses.

Lattice Deck Frame An open lattice deck support framework, rather than a continuous panel nfll, Will suffice for (fragmented) c e e e e e e e e e e e ee ce e e e loads which are inherently self-supporDng between spaced contact and support points.

In the case of elongate loads, bending, flexing or sagging Is a consideration in determining intermediate support location and spacing.

A constraint is the weight penalty of each support and attendant reduction In overall load capacity - not merely of the container structure Itself, but of any road or railway bed and running wheels and axles.

Thus a minimal lattice frame configuration must achieve certain 'inherent strength, stiffness and torsional rigidity.

A certain inherent load stiffness relieves the burden of torsional nudity upon the frame Itself.

Thus the load and support frame can interact co operatvely - for mutual restraint, particularly If the load Is lashed or tied in s,tu Some relative movement, such as flexing In transit, can be accommodated between load and frame by adopting a loose restraint or fit.

Prior Art

The Inventor / Applicants' GB2330820 envisages diverse open lattice container formats adapted for carriage of multiple 'clustered' elongate load elements, such as logs or pipes.

Weight Saving The present case addresses a low unladen weight, collapsible format with minimal structure and fittings.

A particular concern Is unladen flat-rack weight which it Is sought to reduce, In favour of (increased) payload, and to meet overall roadway, track or railbed loading limits - without undermining strength.

Compact Collapsed Form A compact overall collapsed form remains desirable for economic return-empty transport.

c e # .. . e e.

Statement of Invention

According to the Invention, a flat-rack container (10) has a lattice frame deck (14) of opposed longitudinal chassis rails (13) and Intervening transverse beams (15) with load support upstands (27) configured to sit between chassis rails to allow internested chassis stacking, with Juxtaposed chassis rails.

The load support upstand creates an under-load clearance for fork lift truck handling tines.

However the upstand nterft does not intrude or increase stacking depth when chassis are overlaid.

This allows compact, return-empty, container stacking with respective adjacent longitudinal chassis rails In direct contact.

Movable Lateral Restraints Movable - say, folding - lateral load restraint, bracing or containment members or stanchions, may present a minimum profile deck chassis for a collapsed stacking mode.

Lateral Restraint In-Fold Inward and outward folding lateral load restraints may pivot or hinge upon longitudinal chassis rails, either to project outboard therefrom, or sit within, the deck outer profile between longitudinal chassis rails.

Collapsed Stacking A collapsed 'flat-pack' slacking facility Is thus preserved by lateral restraint n-fold.

Splayed Lateral Load Restraints A fully-erected load restraint is configured to adopt a somewhat splayed or canted stance or outward lean.

This Is achieved through relative disposition of : : : : Inboard bottom end pivot and intermediate travel limit or abutment stop with the top flange of an associated longitudinal deck chassis beam.

Inboard Pivot The pivot is set somewhat Inboard of the chassis rail upon a forked mounting bracket, to clear the chassis until the restraint passes the vertical and lies canted back somewhat to engage the chassis rail top flange.

Outward splay from bottom to top of lateral load restraints creates a somewhat larger outboard than Inboard span and waisted load capacity profile.

Load Settlement This promotes downward load slide and settlement from top to bottom, with close or snug internesting (and reduced voids) of individual load elements.

Attendant stability is enhanced through load movement suppression and lower centre of gravity.

Lateral Restraint (In-Fold) Pivot An Inboard pivot, Inset within deck longitudinal chassis rail depth, such as between 1-beam flanges, allows lateral restraints to fold inward and lie within the overall deck crosssecton when in-folded.

In-Fold Limit A restraint in-fold limit could be contrived by an abutment or emit stop at outboard omnboard end Thus, a plate may be incorporated into the restraint or stanchion hinge to prevent the stanchion over rotating once honzontal.

Out-Fold Limit + Latch A restraint out-fold limit could be contrived by direct chassis rail contact and a latch, such as a spring loaded lock pin between restraint and chassis flange, to Inhibit dislodgement and in-fold.

e e e e e e e e e ee # e e e e e e e e e e e e e ee e e e eve.e e e Lateral Restraint Span Lateral restraint span is somewhat less than deck internal transverse span, to accommodate a folded restraint within the overall deck cross-sechon and between opposite longitudinal chassis rails.

Lateral Restraint Opposed Pairs Lateral restraints are disposed in opposed pairs on opposite deck beam sides upon respective opposed longitudinal chassis rails.

Staggered Longitudinal Disposition Somewhat mutually staggered longitudinal dsposbon of paired opposite restraints is adjusted to allow in-fold alongside one another.

Paired Restraints Paired restraints can be disposed alongside permanent transverse deck (bracing) beams, set between longitudinal chassis rails.

Transverse Beam Profile A variety of transverse beam profiles and combinations can be adopted.

Thus paired transverse beams set at upper and lower chassis rail depths could be employed.

Elevated Load Support An upper beam portion between longitudinal chassis rails could sit somewhat above their top flanges for elevated load support clear of primary deck structure.

A stepped upper beam profile, with upstanding or upwardly protruding mdportion between recessed omnset ends for longitudinal chassis rail mounding, would allow such elevated load support.

Such elevated load support leaves a marginal throat between deck and load for insertion of fork lift truck tines under a load and above longitudinal chassis rail. q.

a A A vertically unencumbered, but laterally constrained, load lift can then be undertaken until clear of lateral restraints to allow lateral load withdrawal.

Lateral Restraint Spacing Longitudinal dsposhon and spacing between lateral restraints can be set to allow intervention of standard fork lift truck tine spacing.

Load bed longitudinal span could accommodate multiple (say three) grouped longitudinally spaced load element groups, clusters or stacks.

Lateral restraint groupings could address corresponding load groups, at least at outer ends, albeit allowing for some sharing in-between.

End Restraint Folding end frames could provide collapsible load end restraint at one or both ends.

A forward end gate inhibits load shift upon braking lkely to be more severe than rearward shift under acceleration.

Travel limit chains between end frames and deck chassis could brace against end load.

Limit chains could run between end frame and chassis outriggers to clear intervening lateral restraints.

Thus such a restraint chain could run outboard of a lateral restraint.

End frame n-fold to lie between longitudinal chassis rails within the deck cross-secton would preserve a compact collapsed configuration.

Longitudinal Span Longitudinal chassis span can be extended for greater load length capacity, yet capture, handling and stacking fangs set at a standard span. e. e e

1 / 1 , e, e e '.' e Standard Span Fittings Thus, say, a some 13 metre overall deck span could use 40 foot (1 2.2m) standard fittings.

Such fittings could be longitudinally inset at one or both ends.

Thus, opposed corner fittings could be preserved at one (say, forward) end, with opposed fittings at the opposite (rearward) end inset by desired longitudinal chassis and deck extension - such as 0.8m.

in a particular construction, a forward end gate is set between forward end corner fittings.

If rearward load shift Is a primary concern, the end gate and corner fittings can be disposed at a rearward end.

Multiple span fittings, as taught in the Inventor / Applicants cases ***** and AU739977 could be adopted.

Corner End Post Omission Traditional corner end support posts can be omitted, for weght-saving.

Erect Stacking Sacrificed Stacking of erect forms - such as by intervention of (corner end) support posts - Is thus sacnficed.

Retractable Ground Struts Retractable ground struts or legs could be fitted convenently in cross-lnked opposed pairs.

Retraction and extension could be upon a rotary cross-tube carrying an Inboard end of a strut or leg.

Diagonal Strut Brace A (releasable) diagonal brace could be fitted between strut or leg outboard end and longitudinal chassis rail. e 8 e

1 $ 8 1 t e 8 8 e 8 1.8e 8,'1 8 8 8 e 8 8 e It e 8 8 Deployed strut span or track stance could extend beyond deck chassis transverse span.

This affords lateral stability in (unloading.

Roller (Un)Loadng Guidance Lateral roller guidance for (un)loadng a collapsed deck upon a trailer or carriage could be accommodated.

Thus, trailer mounted lateral rollers at opposite deck sides engage side flanges of deck longitudinal 1 0 chassis rails.

Selective Incremental Deck Stacking Ground strut extension allows an overlying stacked deck to receive or release a lowermost deck from or to an underlying trailer.

1 5 Trailer insertion / withdrawal beneath an elevated stack, with selective deck leg deployment for overlying stacked deck support, allows underlying deck release to trailer support.

A stack can thus be (un)loaded Incrementally from beneath, taking the lowermost decks in turn and supporting the stack with legs of a deck immediately above that to be released or Introduced.

Weight-Functionalty Compromise Although a primary requirement is weight reduction and attendant simplicity of construction, fittings and form, a compromise may be struck with certain functions, such as load containment profile.

Alternative Lateral Restraint Disposition Outboard Post Mounting In order to preserve lateral load capacity or width - ye with minimal deckspace intrusion - restraint posts could sit upon or outboard of respective chassis rails. .

e ce Lateral Load Support Thus, say, upright lateral restraint posts or stanchions with a cranked, off-set or dog-leg footprint, could sit sdesaddle' (or astnde) upon longitudinal deck beams or chassis rails Stanchion pivot mounting can be taken upon inner upright side wall of longitudinal deck beam.

Selectively deployable stanchions can suit loading and intervals between load groupings.

Movable Deck Beams Whilst fixed position and stepped nterneshng profile is economic, movable transverse deck beams could be contemplated.

Thus, say, re-locatable (transverse) deck beams could span somewhat above (to create an under-load space above chassis rails to accommodate fork lift truck handling tines or blades) and between spaced longitudinal chassis rails for intervening load support.

L'ft-up and out deck beams may hang upon suspension chains between longitudinal deck beams or chassis rails.

Beam (Surface) Profile Aside from an inset step fomnternestng, generally flat or complementary conformal profiled (eg scalloped) transverse deck beam (upper edge) profiles may be employed.

Load Grouping (Bundled) load grouping is conveniently employed, with marginal longitudinal spacing between groups.

(Un)Latchng Folding lateral restraint (un)latching could be undertaken manually or automatically upon transit through a prescribed index position.

A swing arm locking detent could provide a positive l: : cle.

ce. :e e: .e: abutment stop to inhibit post movement.

A swing arm adjacent a post bottom pivot might be contrived for this effect.

Lateral Extension Lateral restraint position might be varied to suit a particular load.

Thus selective deployment omnstallaton of (re)movable posts could contrive a desired lateral support configuration or array.

A longitudinally movable post to chassis rail mounting - such as a sliding clamp - would allow selectively adjustable post dsposbon upon the rails.

Again, whilst not necessarily the most minimal simplistic forms, element profiling may be adopted to address other considerations, such as load accommodation.

L'-shaped Stanchion Thus, a lateral restraint stanchion with a profiled, say L' shaped, foot could sit astride a chassis rail.

Inset Foot An inset foot could be fitted - say by a hinge or pivot mounting - to an inner chassis rail face.

(Re)Movable Transverse Beam Socket Mounting A (re)movable transverse beam could be located in sockets fitted to opposite facing inside faces of longitudinal chassis rails.

Again, additional elements might be contemplated, VIS: Restraint Ties Restraint ties, such as chains, wires, cables or straps, could link, entrain or capture beams to their mounding :e;:e 'se. .: :e ca..

sockets or chassis rails.

In practice, such restraint ties could be fitted at opposite beam ends to couple with respective sockets.

A secondary, lower-set, socket pair could be provided to allow (redundant) beam 'parkng'wthn a chassis well between rails.

When deployed, transverse beams could sit with opposite ends in respective (upper) socket pairs, with their top edges generally above those of the longitudinal chassis rails.

Upon removal or demounting from sockets, beams could hang from restraint ties, to lie within a well between chassis rails, below their upper edges. 1 5

Embodiments There now follows a descnpton of some particular embodiments of the invention, by way of example only, with reference to the accompanying diagrammatic and schematic drawings, in which: Figures 1A through 9 depict embodiments of the invention configured for weight reduction - by omission of structure such as corner end posts and simplification of residual fittings, such as lateral restraints and transverse load support deck beams.

Figures 1A and B show perspective views of a flatrack, according to the present invention, In erect, laden and unladen configuration.

More specifically, Figure 1A shows a perspective view of an erect flatrack laden with logs or pipes.

figure 1 B shows the erect flatrack of Figure 1A unladen - with one (forward) set of retractable ground support legs deployed.

Figure 2 shows a side elevation of the unladen d: I: Ale: : '' ce. :: :: e e e: e: flatrack of Figure 1 B. Figure 3 shows a perspective view of the flatrack of Figure 1 B In collapse-folded configuration.

figure 4 shows a side elevation of the collapse folded flatrack of Figure 3.

figures 5A and 5B show top plan views of the flat- racks of Figures 1 B and 3, respectively in erect and collapse-folded form.

More specifically, figure 5A shows a top plan view of an erect, unladen flatrack of Figure 1 B. figure 5B shows a top plan view of a collapsefolded flatrack of Figure 3.

Figures 6A and 6B show (forward) end elevations of the erect flatrack of figure 1 B. with end wall, lateral restraints and end ground legs deployed.

More specifically, figure 6A shows an exterior end elevation of the erect end gate of figure 1 B. Figure 6B shows an Interior end elevation of the erect end gate of Figure 1 B - with and without Internal log/pipe cargo.

figures 7A and B show views of two stacked flatracks of Figure 3.

More specifically, Figure 7A shows a side elevation view of two stacked collapse-folded flat-racks - with transverse load beam upstands and folded end gate upstand Interested In under-deck recesses.

figure 7B shows an enlarged end elevation view of two stacked collapsefolded flat-racks of Figure 7A showing transverse deck beam upstand nternest between chassis rails.

:: ceee. aft: e figure 8 illustrates stanchion spacing for load grouping of either three or four longitudinally spaced loads.

figure 9 shows a group of three stacked collapse folded flatracks being loaded onto a trailer.

Mix'n Match Variant Features figures 1 OA through 15 show variant features for selective (mx'n match) incorporation in the embodiments of Figures 1A through 9 - such as removable transverse deck beams and dog- legged lateral restraint profile.

More specifically, figures 10A through 10C show a variant flatrack configuration respectively erect laden, unladen and collapse-folded for stacking.

More specifically, Figure 1 OA shows a perspective view of an erect flatrack laden with logs or pipes.

Figure 1 OB shows the erect flatrack of Figure 1 OA unladen.

figure 10C shows the unladen flatrack of Figure 10B in collapse-folded configuration for compact stacking, storage or transport.

Figures 11A and 11B show side elevation detail of a self-locatng dog-leg or cranked foot configuration and attendant flanged longitudinal chassis rail interaction - of a lateral restraint stanchion in the flatrack of Figures 10A through 10C.

More specifically, Figure 11A shows an 'L'-shaped foot of an erect stanchion sitting upon, and extending somewhat outboard of, the width of a longitudinal chassis rail.

figure 11 B shows the 'L'-shaped foot of the stanchion In Figure 11A In collapse-folded configuration - to lie within the outer profile of the : : : : # o longitudinal chassis rails.

Although the lateral restraint stanchion Is shown upright upon the associated foot, it could be canted or splayed, as with the lateral restrains of Figure 1 B. The bespoke foot fabncaton is somewhat more elaborate than the straight profile lateral restraints of figure 1 B. with attendant cost implications.

Figure 12 shows a side elevation of the laden flatrack of Figure 1 OA - to Illustrate the under-load access clearance area provided by elevated transverse beams for fork lift truck support tines.

Figures 1 3A and 1 3B show a transverse beam pivot mounding for selective elevation and retraction in relation to longitudinal chassis rail top flange.

More specifically, Figure 1 3A shows an end elevation of a transverse beam resting upon a support bar set into a longitudinal chassis rail top flange and lying somewhat above and orthogonal to that chassis rail.

Figure 13B shows a side elevation of the transverse beam disposition of Figure 13A.

Figures 14A through 14C show a variant movable transverse beam arrangement to that of figures 1 3A and 13B.

More specifically, Figure 14A shows an end elevation of a free-fitting, mobile transverse beam mounted in a top socket and extending above and orthogonal to opposed longitudinal chassis rails.

figure 14B shows a side elevation of the transverse beam configuration of Figure 14A.

figure 1 4C shows a side elevation similar to that of figure 1 4B - but with the transverse beam mounted In a sunken socket for compact storage.

The movable transverse beams of figures 13A : : : : . . ..

te. cc. : through 1 4C are somewhat more elaborate that the fixed transverse beams of figure 1 B. with attendant fabrication cost and operational considerations.

figure 15 shows a flatrack of Figures 10A through 10C with a set of retractable ground support legs deployed.

Refemng to the drawings A (light-weght) flatrack container 10 is of minimal weight consistent with target loading capacity.

A compact collapsed mode allows (return-empty) flat-pack'stackng, storage and transportation.

Rigidity, freight capacity and unladen weight are balanced considerations for an optmised structure.

A particular solution, depicted in Figure 1 B. employs an open-frame lattice deck 14 supported by twin opposed longitudinal side chassis rails 13.

This particular construction has a tare weight of approximately 4600kg and a gross (laden) capability of approximately 31500kg.

2 0 Deck There is no deck panel infill as such, rather longitudinal chassis rails 13 are connected by spaced bracing deck beams 24.

The load being supported by spaced transverse beams 15 with profiled upstands 27.

End Gate End gate 11 provides load end restraint upon erection, but with collapse-fold stowage between chassis rails 13 to preserve a compact stored form.

Such end gate 11 provision is only at a forward end

in this example.

Restraint chains 16 are deployed between end gate 11 and chassis rails 13 for retention generally upright :. t:. ese. ee: te:e '.e upon deck 14, when erect.

Restraint chain 16 routing Is outboard of stanchions 12 to allow stanchion 12 fold within deck 14 before end gate 11 over-fold on top.

Restraint chains 16 may attach directly to side rails 13 or via outboard wing bracket 18.

Lateral Load Restraint Members Lateral load restraints or stanchions 12 are configured for; outboard erection - to retain freight generally within flatrack 10 footprint; canted erect disposition; and compact collapse in-fold, to lie within deck 14 outer profile between chassis rails 13.

Such minimal profile, spaced lateral restraints suit carnage of multiple'clustered' elongate load elements, such as logs or pipes.

Splayed Stance figure 1 B depicts fully-erected lateral load restraint stanchions 12 adopting a splayed stance or outward lean.

This Is achieved through relative disposition of Inboard bottom end pivot 19 and Intermediate travel limit or abutment stop 20 with top flange 21 of an associated longitudinal side rail 13.

Pivot 19 is set somewhat inboard of chassis rail 13 upon a forked mounting bracket 25, to clear chassis 13 until stanchion 12 passes the vertical and lies canted back (outward) somewhat to engage chassis rail 13 top flange 21 - as a travel limit or stop.

Outward splay from bottom to top of lateral load restraints 12 entails a somewhat wider upper than lower span load capacity profile.

This promotes downward load slippage and :: I-: A: cee 'ce: : settlement from top to bottom.

This In turn allows close or snug internesting (and reduced voids) of Individual load elements.

Attendant stability Is enhanced through load movement suppression and lower centre of gravity.

Lateral Restraint (In-Fold) Pivot Inboard pivot 19, inset upon bracket 25 within longitudinal chassis rail 13 depth, allows stanchions 12 to fold inward and lie within overall deck 14 cross section when not in use.

In-Fold Limit Stanchion 12 in-fold limit could be set by an abutment (not shown) at outboard or Inboard end.

Out-Fold Limit + Latch 1 5 A lateral restraint 12 out-fold limit could be contrived by direct chassis rail 13 contact and a latch (not shown), such as a spring loaded lock pin (not shown) between restraint 12 and chassis 13 flange 21 to Inhibit restraint 12 dislodgement and in-fold.

Restraint Length / Span Lateral restraint 12 length is somewhat less than deck 14 internal transverse span, such that a folded restraint 12 can be accommodated within overall deck 14 cross-secton and between opposite longitudinal chassis rails 13.

Lateral Restraint Opposed Pairs Lateral restraints 12 are disposed In opposed pairs on opposite deck 14 beam sides upon respective opposed longitudinal chassis rails 13.

Staggered Longitudinal Disposition Somewhat mutually staggered longitudinal disposition of paired opposite restraints 12 Is necessary to allow n-fold alongside one another.

ce: te: ee. ce. I: Paired restraints 12 can be disposed alongside permanent transverse deck (bracing) beams 15, set between longitudinal chassis rails 13.

Lateral Restraint Spacing The longitudinal disposition and spacing between lateral restraints 12 can be set to allow intervention of standard fork lift truck tine spacing for optimsed (balanced) load support.

The load bed 14 longitudinal span could accommodate multiple (say three or four) grouped longitudinally spaced load element groups, clusters or stacks - as depicted in figure 8.

Lateral restraint 12 groupings could address corresponding load groups, at least at outer ends, albeit allowing for some sharing in-between.

Transverse Load Support Beams Transverse load support beams 15 provide a clearance area for fork lift truck support tines.

Thus, transverse beams 15 act as spaced load support structures for overlying freight.

A variety of transverse beam 15 profiles and combinations can be adopted.

Thus paired transverse beams 15 set at upper and lower chassis rail 13 depths could be employed.

Figure 1 B depicts certain transverse beams 15 with depending downward projections 28 to provide support for load transfer pads or gooseneck tunnels (not shown).

Elevated Load Support An upper beam 15 portion between longitudinal chassis rails 13 could sit somewhat above top flanges 21, to provide elevated load support clear of the primary deck 14 structure.

A stepped upper beam 15 profile, with upstanding or upwardly protruding mid-porton between recessed :e;:. e.e.. .:. ele.

or Inset ends 26 for longitudinal chassis rail 13 mounting, would allow such elevated load support.

Such elevated load support leaves a marginal throat between deck 14 and load for insertion of fork lift truck tines under a load and above longitudinal chassis rails 13.

A vertically unencumbered, but laterally constrained, load lift can then be undertaken until clear of lateral restraints 12 to allow lateral load withdrawal.

1 0 Compact Collapse Mode Stacking For compact collapsed mode stacking, the upstanding transverse beam 15 portions are configured to interft between the longitudinal chassis rails 13 of an overlying deck 14.

1 5 A simlamnternestng consideration applies to the modest upstand (evident in Figures 4 and 7) of a folding end gate 11 in an under deck recess between chassis rails 13.

Longitudinal Span Longitudinal chassis 13 span can be extended (at one or both ends) for greater load length capacity, yet capture, handling and stacking fittings 22 set at a standard span.

figure 1 B depicts corner end fittings 22 at a forward end alongside end gate 11 and somewhat inset (by say 0.8m) fittings at the opposite (rearward) end.

Standard Span Fittings Thus, say, a some 13 metro overall deck 14 span could use 40 foot (12.2m) standard fittings 22.

An even greater span differential between fittings and deck could be contrived by inset of fittings (by say 1 m) at both deck ends.

Multiple span fittings 22, as taught In the Inventor / Applicants' cases ***** and AU739977 could be adopted.

' l ee a Load Grouping Load elements cut to common length could beclustered in common groups - say some x3 groups of 4 metres, or x4 groups of 3 metros.

Lateral restraints 12 are disposed accordingly between load groups for evenly distributed load engagement - as depicted in Figure 8.

Retractable Ground Struts Retractable ground struts or legs 17 are fitted conveniently In cross-lnked opposed pairs.

Retraction and extension Is upon a rotary cross-tube carrying an inboard end of a strut or leg 17.

Diagonal Strut Brace A (releasable) diagonal brace Is fitted between strut 1 5 or leg 17 outboard end and longitudinal chassis rail 13.

Deployed strut 17 span or track stance extends beyond deck 14 chassis 13 transverse span.

This affords lateral stability In (un)loading.

Roller (Un)Loadng Guidance The open lattice structure described Is compatible with known roller guidance provision for trailer (un)loadng.

Such lateral roller guidance 23 for (un)loading a collapsed deck 14 upon a trailer or carnage is Indicated in Figures 6A and B. Thus, trailer mounted lateral rollers (not shown) at opposite deck sides engage side flanges 23 of deck 14 longitudinal chassis rails 13.

Selective Incremental Deck Stacking Ground strut 17 extension allows an overlying stacked deck 14 to release an underlying deck 14 upon a trailer - as shown In Figure 9.

ce :. .c it: B'. t4e: : Trailer insertion / withdrawal beneath an elevated stack, with selective deck 14 leg 17 deployment for overlying stacked deck 14 support, allows underlying deck 14 release to trailer support.

A stack can thus be (un)loaded incrementally from beneath, taking the lowermost decks 14 in turn and supporting the stack with legs 17 of a deck 14 Immediately above that to be released omntroduced.

Vanant flat-rack features are illustrated In figures 10A through 15.

Stanchion Foot Profile Figure 10B depicts lateral load restraints or stanchions 112 with cranked, off--set, dog-leg or'L'- shaped feet 115 detailed in figures 11A and 11B.

Such a footprint 115, allows the bulk of stanchion 112 to sit 'sde-saddle' (or astride) longitudinal deck 1 14 beams or chassis rails 1 13.

This configuration allows maximum Internal capacity or load/freight 111 volume A canted or splayed otherwise upright stanchion 112 stance could be adopted.

Again, stanchion 112 pivot or hinge 116 carriage or mounting 117 Is upon inner upright side wall of longitudinal deck beam 113.

Selective Deployability Selectively deployable stanchions 112 can suit loading and Intervals between load groupings.

Stanchion Mobility A longitudinally movable stanchion 112 to chassis rail 113 mounting - such as a sliding clamp (not shown) would allow selectively adjustable stanchion 112 disposition upon side rails 113.

I: : it: e: :e t t t Re-locatable Transverse Beams Re-locatable (transverse) deck beams 120, shown In Figures 13A through 14C, provide a clearance area 121 for fork lift truck support prongs.

Thus, transverse beams 120 act as spaced load support structures for overlying freight 111.

For a compact flatrack 110 stacking mode, transverse beams 120 are relocatable within longitudinal chassis rails 113 when not In use.

1 0 L'ft-up and out deck beams 120 may hang upon suspension chains or restraint ties 122 between longitudinal deck beams or chassis rails 113.

Beam (Surface) Profile Generally flat or complementary conformal profiled 1 5 (eg scalloped) transverse deck beam 120 (upper edge) profiles may be employed.

Support Mounting figures 13A and 13B show a transverse beam 120 resting upon support bar 123 - itself extending between and within the height of longitudinal chassis rails 113.

Support bar 123 may be fixedly secured to chassis rails 113 by mounting 124.

In contrast, transverse beam 120 is secured to chassis rails 113 by a hinge or restraint tie 122.

Restraint tie 122 allows transverse beam 120 location upon support bar 123 - to provide a raised support platform 120 and intervening access area 121 for fork lift truck tines.

It also allows transverse beam 120 re-location to within the outer profile of the longitudinal chassis rails 113 when not in use - to maintain minimal stacking profile.

Ott i.llte I) Socket Mounting Figures 14A through 14C show alternative socket 125, 126 mounting of transverse beam 120.

Thus, instead of merely resting upon a support bar 123, transverse beams 120 may be located within upper sockets 125, secured to Inner web faces of longitudinal chassis rail (I-beams) 113.

Socket 125 profile Is conveniently kept within the outer profile of the longitudinal chassis rails 113.

1 0 However, socket 125 depth Is such that transverse beams 120 extend beyond outer edges of chassis rails 113 when located within upper sockets 125.

Restraint Ties Restraint ties 122, such as chains, wires, cables or 1 5 straps, could link, entrain or capture transverse beams 120 to their mounting sockets 125, 126 or chassis rails 113.

In practice, such restraint ties 122 could be fitted at opposite beam 120 ends - to couple with respective sockets 125, 126.

Beam Parking A secondary, lower-set, socket pair 126 could be provided to allow (redundant) beam 120'parkng' within a chassis well between rails 113.

When deployed, transverse beams 120 would sit with opposite ends In respective (upper) socket pairs 125, with their top edges generally above those of the longitudinal chassis rails 113.

Demounted from sockets 125, beams 120 hang from their restraint ties 122, within a well between chassis rails 113, below their upper flanges.

Retractable Ground Support Legs Or Struts Figure 15 shows a retractable ground support leg or strut 130, deployable to allow Incremental stacked (un)loadng by ground support of stack from e. ':. .. as: e i intermediate (one up from bottom of stack) flat rack while lowest flat rack 110 moved upon trailer.

Mix & Match Features set out herein may be selectively mixed and matched albeit it is not feasible to describe every possible combination or permutation.

Component List flatrack 11 end gate 12 lateral load restrainVstanchion 13 longitudinal chassis rail 14 deck transverse load support beam 16 end gate restraint chain 17 ground support leg 18 wing bracket 19 bottom pivot abutment stop 21 top flange 22 capture fittings 23 roller guidance 24 bracing beam forked mounting bracket 26 recessed end 27 profiled upstand 28 downward projections flatrack 111 freight 112 stanchion 113 longitudinal chassis rail 114 deck stanchion foot 116 hinge 117 mounting 120 transverse deck beam 121 clearance area 122 restraint tie 123 support bar 124 mounting 125 upper socket 126 lower socket support leg

Claims (7)

1. ' ece::: cease ee.e Claims 1. {Chassis Internesting Upstand} A flat-rack

   container (10) with a lattice frame deck (14) of opposed longitudinal chassis rails (13) and intervening transverse beams (15) with load support upstands (27) configured to sit between chassis rails to allow nternested chassis stacking, [with Juxtaposed chassis rails].
2. 2. {Movable Lateral Restraints} A flat-rack container of Claim 1, with inward folding lateral load restraint posts (12) movably mounted upon longitudinal chassis rails selectively either to project outboard therefrom, or sit within the deck outer profile, [between chassis rails].
3. 3. {(Re)Movable Transverse Beams} A flat-rack container of any preceding claim, with (re)movable transverse beams coupled between chassis rails and selectively deployable either as load support upstands therefrom or retractable within the deck outer profile [between chassis rails].
4. 4. {Extended Deck Span} A flat-rack container of any preceding claim, with a longitudinal deck span extending beyond capture and handling fittings.
5. 5. {Multiple Span Handling F'tbngs} A flat-rack container of any preceding claim, with multiple grouped capture and handling fittings, set at multiple differential standard spans.
6. 6. {Lattice Frame} A lattice frame flat-rack container with longitudinal chassis rails bounding a deck, and (re)movable lateral restraints 1 0 deployable therefrom.
7. 7. {Illustrated Embodiments} A flat-rack container, substantially as hereinbefore described, with reference to, and as shown in, the accompanying drawings.