GB2440135A

GB2440135A - A loader for a flat bed recovery vehicle

Info

Publication number: GB2440135A
Application number: GB0614001A
Authority: GB
Inventors: David William Bland
Original assignee: Individual
Current assignee: Individual
Priority date: 2006-07-14
Filing date: 2006-07-14
Publication date: 2008-01-23
Also published as: GB0614001D0

Abstract

A loader for the loading of wheeled vehicles, particularly though not exclusively for the recovery and onward transportation of such vehicles, comprises a base 21 mounted on a vehicle or trailer flat bed and tiltable about a pivot 23. A body frame 11 is mounted on the tiltable base 21 and is movable longitudinally and pivotable relative to the base 11 through movement of a sliding connector shuttle 12. The pivot 13 between the body frame 11 and the shuttle 12 is rearward of the front end 15 of the body frame 11, which reduces the angle of the frame 11 relative to the ground when deployed and/or reduces the required angle of elevation of the base 21.

Description

I

LOADER

The invention relates to a loader for hauling wheeled vehicles behind a car or truck or the like, and in particular to a loader having a movable vehicle platform surface that can be positioned horizontally and angularly relative to the ground in order to provide a loading angle for loading and unloading a vehicle onto the loader.

Loaders of this type are widely known in the prior art, for example to facilitate the recovery of broken-down vehicles. They can be provided incorporated into flat bedded towing dollies or trailers to be towed by a conventional car or truck, or can be provided in association with a flat bed transporting surface on a transporting vehicle designed for this purpose such as a breakdown recovery vehicle.

Regardless of whether it takes the form of a tow trailer or an integral truck bed, the prior art loader has typically consisted of a flat bed base which sits generally horizontally (parallel to a road surface) in use on which is mounted a loader body frame adapted to be deployed first by sliding rearwardly relative to the flat bed base and then pivoting about the end of the base by suitable hydraulics or other means to provide an angled ramp relative to the road surface. This provides a practical low angled ramp up which a vehicle can be driven or if necessary hauled. The ramp is then undeployed by tilting and sliding back on to the flat bed base. Such loaders are conventionally known, for instance, as "tilt and slide" loaders, and are widely used (see for example US Patent No. 4702662).

Loaders of the tilt and slide type are generally suitable for the recovery of a range of vehicles. However, they are generally unsuitable for recovery of low-fronted vehicles because the incline presented by the ramp when deployed can be too steep for such vehicles. If it is impossible to drive such low-fronted vehicles onto an inclined platform it is necessary to use some more complex recovery arrangement in which the vehicle is bodily lifted onto a suitable flat bed in some manner for recovery and onward transportation.

In an attempt to resolve this problem and provide a lower initial loading angle, systems have been suggested, for example in UK Registered Design No. 1038163 and in UK patent No 2387371 in which the platform is in two parts comprising a base frame formation adapted for tiltable engagement with a vehicle or trailer flat bed, and a body frame formation engaged to the base frame so as to be both slidable and pivotally tilted relative thereto. This is achieved by means of a shuttle that slides relative to the base frame formation and has a pivoting mounting with the forwardmost edge of the body frame formation. The body frame formation includes or integrally constitutes a loading ramp.

Deployment of the loading ramp is effected by both tilting the base frame relative to the loader and sliding the body frame relative to the base. With the body frame, which constitutes or includes the loading ramp, extended in this way, the pivotal mounting acts as a break point so that the tilt angle of the body frame (and loading ramp) when fully deployed can be less than that of the base frame, and less than that of a conventional tilt and slide loader of equivalent length. . In a typical system deployment of the loading ramp takes place in three stages.

First a suitable longitudinal drive is activated to translate the body formation slidably relative to the base formation a first distance rearwards relative to the flat bed of the truck or trailer. Second, a suitable tilt drive is actuated to cause the base formation and body formation together to tilt relative to the flat bed until a distal end of the body formation engages the ground surface. To this extent the ramp has been deployed generally as a standard tilt and slide loading ramp and will therefore sit at a typical conventional angle to the road.

However, in a third stage, the body formation is translated relative to the base formation (and hence relative to the vehicle flat bed) a further second distance.

The reciprocating tilt and slide mounting provided by the shuttle by which the body formation is mounted to the base formation means that as the body formation is caused to be deployed by the second longitudinal drive further out along the ground is caused both to slide and to tilt relative to the base formation. The result is the deployment of a body formation and loading ramp presenting a significantly more gradual initial loading angle than would be possible from a conventional tilt and slide loader of equivalent length.

In the prior art, a pivotal mounting is provided at the forwardmost end of the body formation to maximise the deployed distance of the body formation and loading ramp. To maximise the compactness of the stowed configuration the body formation sits generally over the sliding shuttle member on the base formation. In consequence, the body formation is pivoted on the shuttle at a location towards or generally at the forward end of the shuttle. This arrangement gives a compact stowed configuration and a maximally extended deployed configuration.

The break point between the plane of the body formation and the plane of the base formation when the system is deployed is provided by the pivot between the forwardmost edge of the body formation and forward part of the shuttle.

This has two consequences in particular. First, with the base formation fully tilted so that the rearwardmost end rests upon the ground the distance between this rearwardmost end and the pivot point represents a minimum height at which the forward end of the body formation must be when deployed, and consequently limits the reduction in angle. Second, the base fonnation must be tilted at a relatively high angle given this break point to get an adequately low tilt angle for the body formation and associated ramp.

It is difficult to get a loading angle of much below about 5 degrees for a practical, reasonably compact, system of the prior art design.

It is an object of the present invention to mitigate some or all of the

disadvantages of prior art systems.

It is a particular preferred object of the present invention to provide a loader having a loading platform moveable longitudinally and tiltably relative to a platform formation to provide a shallow ramp for loading and unloading a vehicle which is deployable to provide a shallow loading angle suitable for use in the recovery of vehicles having low suspension or low fronts.

Thus, according to the invention a loader for the loading of wheeled vehicles, particularly though not exclusively for the recovery and onward transportation of such vehicles, comprises a base formation adapted for tiltable engagement with a vehicle or trailer flat bed and a body formation engaged to the base formation to be translatable and tiltable relative thereto via a pivotal mounting located rearward of the forwardmost edge of the body formation.

Preferably, the body formation is mounted to the base formation via one or more sliding pivot mounting members to engage the body formation such that the body formation is tiltable and slideable relative thereto, preferably comprising one or more shuttles having a sliding mounting upon to the base formation and has a pivoting mounting with a mounting point on the body formation located rearward of the forwardmost edge of the body formation.

Again, it is desirable for compactness that in the undeployed configuration the shuttle or other mounting member slides to a forward position on the base formation and the body** formation sits directly atop the base formation.

Accordingly, it is desirable as in the prior art that a forward edge of the body formation more or less corresponds to a forwardmost part of the shuttle.

However, in accordance with the invention the pivot point is provided rearwardly of the forwardmost edge of the body formation. Accordingly, the pivot point is correspondingly no longer generally at the forwardmost part of the shuttle or other mounting member. Preferably the pivoting mounting is located towards or at the rearwardmost edge of the mounting member.

In accordance with the invention, the pivoting point is located rearwardly of the forward edge of the body member at least to some extent. This allows the pivot point mounting on the shuttle or other sliding member to be located otherwise than at the forward edge, whilst still retaining the desired compactness of the undeployed configuration. In particular, the pivotal mounting is located a distance behind the forwardmost edge of the body formation which generally corresponds to the longitudinal extent of the sliding pivot mounting member or shuttle, and is provided with a pivoting engagement located towards or at the rearwardmost edge of the mounting member.

This moves the break poil* in the deployed configuration from a position at the forwardmost end of the body formation and consequently at a distance corresponding essentially to the width of the shuttle away from the rearwardmost end of the base formation to a position further back on the base formation and in the preferred embodiment generally to the rearward edge thereof The problems in the prior art associated with the necessary height difference attributable to the difference between the rearwardmost edge of the base formation in contact with the ground and the break point are avoided by this modification to the design. Very low deployed angles are possible for the body formation and loading ramp, and for a given deployed angle of body formation and loading ramp for a system of given size the corresponding tilt angle of the base formation is reduced. The significant advantages are achieved at only marginal costs in terms of the total deployed length for a given base formation length.

The system preferably includes a longitudinal drive to translate the body relative to the base formation and a tilt drive to tilt the base formation relative to the flat bed in use. The longitudinal drive may be single drive or may include a first longitudinal drive to translate the body formation a first distance relative to the base formation, a tilt drive to tilt the base fonnation relative to the flat bed in use, and a second longitudinal drive to translate the body formation a second distance relative to the base formation in accordance with the three stage deployment described above. The tilt drive may be a rotational drive adapted to rotate the base formation relative to the flat bed in use about a pivotal engagement therebetween.

The base formation is adapted for a tiltable engagement with the flat bed of a vehicle or trailer. In particular, the base formation is adapted to be pivotally mounted to a flat bed of a vehicle or trailer, for example towards a distal end of the flat bed and base formation, with a suitable rotational drive being provided to pivot the baseS formation about the pivotal connection, and thus tilted relative to the flat bed, and hence the road in use. The drive may be a rotational drive acting directly at the pivot point, or a longitudinal drive acting between the flat bed and the base formation, and located proximal of the pivot point, or any suitable combination. The rotational drive acts to pivot the base formation and body formation relative to the flat bed, and hence relative to the ground previously or subsequently to or simultaneously with actuation of the single or first longitudinal drive so as to bring the distal end of the body formation into contact with the ground.

Preferably, the engagement is adapted so that the body formation acts to slide relative to the base formation on deployment by the single or first drive.

The body formation is in tilt and slide (for example pivot and slide) engagement with the base formation but so as to tilt automatically as well as sliding relative to the base formation on deployment by the single or second longitudinal drive. This occurs automatically as a reaction to the lateral forces caused by engagement with the ground, in that as the body formation is fully deployed and for example in the three stage system is deployed the second distance it is constrained by its engagement with the ground to slide therealong, and as a result is caused to pivot about the pivot and slide engagement with the base formation, so that its angle of engagement relative to the ground is reducing as it deploys.

In the prior art, the break point when filly deployed is between the forwardmost end of the body formation and the forwardmost end of the shuttle. Since even when fully extended the shuttle is necessarily constrained in that the rearwardmost end is in contact with the ground, this constrains the break point to be correspondingly above the ground, and places a limit on the break angle between the plane of the base formation and the plane of the body formation. Typically, shuttles can be 50 to 80 centimetres in longitudinal extent, so that the break point is 50 to 80 centimetres from the break of contact between the base formation and the ground.

In accordance with the invention, the break point is moved backwards along the body formation, for example to a distance corresponding to the width of the shuttle. The constraint no longer applies. The break point can be brought nearer to or at the rear of the shuttle and hence nearer to or at the rear part of the base formation in contact with the ground. Angles below 5 degrees and for example of 3 degrees or less are easily obtainable. Indeed, it becomes theoretically possible to deploy the body formation and loading platform to the point where it essentially horizontal. Even so, it is not necessary to tilt the base formation to excessive tilt angles to achieve this.

The body formation provides the structure for the vehicle loading ramp, and hence an upper surface thereof comprises, or is provided integrally with, or is adapted for engagement with a suitable ramp surface on which a vehicle can be driven or hauled. The vehicle is driven or hauled on to this ramp surface with the loader frilly deployed, and hence is driven or hauled up an angle substantially less than would be the case for a conventional tilt and slide roller of equivalent size. The vehicle is secured on the ramp surface on the body formation, and then the deployment process is reversed so that the body formation is withdrawn to sit parallel with and on top of the base formation, and the base formation is withdrawn to a position horizontally seated upon the flat bed of a vehicle or trailer. For example the three stage process described above is reversed.

In accordance with a further aspect of the invention, a flat bed trailer adapted to be towed by a towing vehicle such as a recovery vehicle and/or a flat bed integral with a vehicle such as a recovery vehicle comprises a loader as above described deployably engaged on an upper surface of the flat bed.

The longitudinal drive or drives may be any suitable translational drives. The first and second longitudinal drives may comprise physically distinct drives, or may be effected in that a single longitudinal drive means is adapted to sequentially first translate the body formation relative to the base formation a first distance, and subsequently translate the base formation relative to the body formation a second distance.

In particular, the longitudinal drive(s) are winch drives, although other drive(s) might be suitable in some applications, for example hydraulic actuators, geared drives, endless belts/chain drives or the like. The longitudinal drives preferably operate sequentially rather than together, with a first drive operating first as the body formation is deployed the first distance, and the second drive operating subsequently to deploy the body formation relative to the base formation the second distance, with the order being reversed to withdraw the loader and load the vehicle to be recovered.

In a preferred embodiment a single longitudinal drives comprises a winch fixedly mounted to a flat bed on which the loader is being operated, for example fixedly mounted to a vehicle chassis. The winch is associated with a suitable endless drive means, for example a rope or chain, to actuate longitudinal deployment of the body formation relative to the base formation.

In an alternative embodiment first and second drives comprises one or more pairs of hydraulic rams in combination with a suitable switching means to switch actuation from the first to the second longitudinal ram. In a particularly preferred embodiment, the switching means comprises a mechanical shuttle, which transfers between the first and second longitudinal ram at a suitable predetermined point during deploymentlwithdrawal of the loader.

Any suitable tilt drive may be used to tilt the body formation on deployment relative to the flat bed. In particular, the tilt drive comprises a hydraulic drive.

Most simply, the tilt drive comprises one or more generally vertically acting hydraulic rams wherein the base formation is pivotally mounted about a point towards a distal end of the flat bed and the ram or rams are located proximal of a pivot point between the flat bed and base formation when the base formation is fully deployed at the said first distance, such that actuation of the vertical drive causes the base formation to rotate relative to the flat bed into tilting engagement with the ground.

It is a particular advantage of the invention that because the body formation which ultimately comprises the loading ramp sits upon the base formation and both sit upon the flat bed when undeployed, the undeployed configuration is conveniently compact. To obtain full benefit of this advantage, the base formation and body formation are conveniently of generally similar length, and the first and second deployed distances are conveniently generally similar.

In particular, lengths and/or distances should differ by ratio of no more than 2:1 especially no more than 6:4, and ideally be substantially 1:1. For compactness in both the undeployed and deployed configuration the forwardmost point at the part of the body formation should conveniently sit flush with the forwardmost part of the pivoting sliding mounting member.

It is a particular advantage of the present invention that the angle of the body formation relative to the ground when the loader is fully deployed is significantly less than the angle of a single tilt and slide formation of equivalent undeployed length would be to the ground when conventionally deployed, and also less than the two part frame designs of the prior art which break about a pivot at the forward edge of the rearward part. Preferably, the loader is configured such that the angle of the body formation relative to the ground when fully deployed is less than 5 , especially less than 3 .

In accordance with the present invention the vehicle is loaded entirely onto the body formation at a reduced ramp angle inherent in the invention, is then secured thereon, and then the body formation is drawn back on to the base formation itself. Thus, at no point does the vehicle have to be driven or hauled up a ramp of greater angle than that offered by the body formation.

The base formation and body formation are generally planar, and in the undeployed configuration sit generally parallel to the flat bed. The base formation and body formation are co-operably mounted to be slideable relative to each other and relative to the flat bed in the direction generally parallel to the plane thereof under action of the longitudinal drive means.

The base formation and body formation are conveniently open frame structures, preferably comprising substantially rectangular flat structures, optionally including further lateral support members, the frame and optional lateral supports being constructed of any suitable rigid high strength material, such as steel beams or the like. Open framed structures minimise weight whilst giving good rigidity. However, it is necessary to provide a loading surface in conjunction with an upper surface of the body frame onto which the vehicle is loaded to support the vehicle thereon, so that the framework and surface together comprise a loading ramp.

Fixing means are preferably provided to lock a recovered vehicle into position on the load, and retain it in position as the loader is withdrawn.

Locking means are preferably provided to lock the base formation in position in its deployed configuration translated and rotated relative to the flat bed, in particular to lock it in this deployed position prior to subsequent deployment of the body formation. Locking means may also be provided to lock the body formation in position prior to recovery of a vehicle thereonto.

Where the loader is incorporated on to a flat bed of a flat bed trailer or flat bed integral vehicle, immobilisation means are preferably provided to ensure that the flat bed is immobilised on the road surface prior to deployment of the loader (conveniently in that the trailer or vehicle as the case may be is so immobilised.

The provision of a loading platform set out above is particularly envisaged in association with flat bed trailers or vehicles with integral flat beds used for the recovery of other motor vehicles, or for the transport of other motor vehicles for other purposes. However, it will be readily understood that the invention is not necessarily so limited. For example, it can be envisaged that a loader in accordance with the present invention could be provided in any circumstance where it might be desirable to load a vehicle having a low suspension and/or low front, such as for example within a garage, to facilitate the mounting of such vehicles when conventional platforms would have difficulty.

In accordance with a further aspect of the invention, a method of loading a vehicle onto a flat bed surface, comprises deploying a longitudinal drive to slidably translate a body formation a first distance relative to a base formation mounted on a flat bed, and simultaneously or subsequently causing the base formation and body formation to tilt relative to the flat bed until a distal end of the body formation engages a ground surface rearward of the flat bed; further deploying a longitudinal drive to translate the body formation a second distance relative to the base formation, the body formation being pivotally mounted relative to the base formation at a point rearward of the forwardmost edge of the body formation such that during such deployment the body formation remains engaged to the ground at an angle thereto progressively relatively less than the angle of the base formation to the horizontal; driving or hauling a vehicle onto a ramp surface provided in association with an upper surface of the body formation; longitudinally withdrawing the body formation so that it lies parallel with and alongside the base formation; simultaneously or subsequently rotating the base formation into position upon and parallel to the flat bed.

A method of loading as hereinbefore defined may for example be a method of recovering a vehicle wherein the flat bed is the flat bed surface of a trailer or integral flat bed vehicle, and wherein the method comprises the additional step of recovering the vehicle after loading the same on to the flat bed surface.

The preferred features of the method will be understood by way of analogy.

The invention will now be described by way of example only with reference to the accompanying drawings in which: Figure 1 is a view of a vehicle incorporating a loader in accordance with the invention when undeployed; Figure 2 is a view of a the vehicle when the loader is fully deployed to recover a vehicle; Figure 3 is close view of the pivot and break point between the loading/body formation and the base formation; Figure 4 is a view of a vehicle incorporating a prior art loader illustrating the different pivot and break point.

Referring to Figure 1, a vehicle (1) is shown in position on a ground surface (2). The vehicle incorporates a loader in accordance with the invention which is shown in an undeployed configuration.

The loader consists an op steel frame structured body frame (11) which sits in sliding engagement over a base frame (21), connected thereto by means of sliding connector shuttle (12). The open framework is floored by non-slip flooring (not shown) so that a vehicle can be supported thereon.

In this undeployed position, the body frame (11) lies horizontally upon the flat bed.

The longitudinal mechanism is a chain winch drive comprising a chain driven by winch drive means housed on the vehicle chassis below the frames (21, 11). The tilt drive is a hydraulic ram drive (not shown) actuable to cause the base frame (21) to pivot about a real or virtual pivot point (23) relative to the vehicle chassis (14) on which it is mounted.

Simultaneously with actuation of the chain winch drive, or alternatively immediately previously or successively thereto, the tilt drive is actuated which acts between the flat bed (3) and the base frame (21) to cause the base frame (21) to pivot relative to the chassis about the pivot point (23). The tilt drive is actuated until a rearward end (14) of the body frame (11) comes into contact with the ground surface (2). The rearward end is conveniently provided with means to stably engage the ground surface. For example, small, preferably lockable contact wheels or a stand (16) may be provided.

Further deployment is effected by further action of the winch drive until the loader is fully deployed. The body frame (11) continues to slide relative to the base frame (21) via the shuttle engagement (12). However, the dual functionality of the engagement between body frame and base frame is now apparent, in that the body frame and base frame have also pivoted relative to each other about the pivoting connection (13).

The net result is that the body frame (11) is deployed beyond the base frame (21), and that the angle (a) between the body frame (11) and the ground (2) is considerably less than the angle between the base frame (21) and the flat bed (3). As a result the angle (a) to the ground is much reduced relative to the equivalent angle of the base frame. Thus, in an equivalent stored space, a loader as illustrated in Figures 1 to 3 presents a much lower loading angle than a loader of conventional tilt and slide design alone.

In Figure 2 the loader is shown fully deployed. The loader is deployed by simultaneously or successive in some suitable combination sliding the body frame (11) rearwardly to its full extent of the base frame (21) by means of the chain winch drive and tilting the base frame relative to the vehicle flat bed by means of the hydraulic ram drive.

One possible mode of operation is the three stage mode described in the prior art. In accordance with this mode of operation the body frame is partially deployed to a first extent under the action of the winch drive.

To that extent, the principal employed of reducing the angle of the body frame by breaking about a pivot connection relative to the base frame is still being employed. However, the fundamental difference with the prior art is illustrated in detail in Figure 3. Instead of pivoting about a mounting towards the forward end (15) of the body frame (11), and consequently, for compactness on a mounting on the forward part of the shuttle (12), the body frame pivots relative to the base frame on a mounting located rearwardly of its forward edge (15) and at the rear of the shuttle (12). By bringing the break point, in effect, rearmost extent of the base frame, the break point can be brought nearer to the ground. The angle alpha can be reduced still further relative to prior art designs.

Such a prior art design, being essentially the design described in GB2387371, is illustrated in Figure 4 for comparison purposes. Again, a vehicle (1) is shown on a ground surface (2) with a similar base frame (21) and body frame (11) arrangement with the body frame fully deployed. However, in this instance, the body frame (11) pivots relative to the shuttle, and hence relative to the base frame (21) via a pivot point (33) located at the forwardmost end of the frame and shuttle. The pivot point (33) is necessarily some distance above the ground even when the system is fully deployed, and as a result the angle beta tends to be larger and/or the angle of elevation of the base frame (21) needs to be higher. The present invention mitigates both of these problems, providing even lower loading angles in comparable compact deployable system.

In the configuration of Figure 3 a vehicle may be driven or hauled onto an upper surface of the body frame (11). The deployment stages are then reversed, simultaneously or successively in any suitable order, to draw the loaded vehicle back into position on the flat bed of the recovery vehicle (1) for onward transportation.

Claims

CLAIMS

I. A loader for the loading of wheeled vehicles comprising a base formation adapted for tiltable engagement with a vehicle or trailer flat bed and a body formation engaged to the base formation to be translatable and tiltable relative thereto via a pivotal mounting located rearward of the forwardmost edge of the body formation.

2. A loader in accordance with claim 1 wherein the body formation is mounted to the base formation via one or more sliding pivot mounting members to engage the body formation such that the body formation is tiltable and slideable relative thereto.

3. A loader in accordance with claim 2 wherein the sliding pivot mounting members comprise one or more shuttles having a sliding mounting upon the base formation and a pivoting mounting on the body formation with a mounting point located rearward of the forwardmost edge of the body formation.

4. A loader in accordance with claim 2 or 3 wherein the pivotal mounting is located a distance behind the forwardmost edge of the body formation which generally corresponds to the longitudinal extent of the sliding pivot mounting member, and is provided with a pivoting engagement located towards or at the rearwardmost edge of the mounting member.

5. A loader in accordance with any preceding further comprising a longitudinal drive to translate the body relative to the base formation and a tilt drive to tilt the base formation relative to the flat bed in use.

6. A loader in accordance with claim 5 wherein the tilt drive is a rotational drive adapted to rotate the base formation relative to the flat bed in use about a pivotal engagement therebetween.

7. A loader in accordance with claim 5 wherein the tilt drive is a longitudinal drive acting between the flat bed and the base formation, arid located proximal to the pivot point to rotate the base formation relative to the flat bed in use about a pivotal engagement therebetween.

8. A loader in accordance with one of claims 5 to 7 wherein a single longitudinal drive means is adapted to sequentially first translate the body formation relative to the base formation a first distance, and subsequently translate the base formation relative to the body formation a second distance.

9. A loader in accordance with one of claims 5 to 8 wherein a longitudinal drive comprises a winch fixedly mounted to a flat bed on which the loader is being operated and associated with a suitable endless drive means to actuate longitudinal deployment of the body formation relative to the base formation.

10. A loader in accordance with any preceding claim wherein an upper surface of the body formation comprises, or is provided integrally with, or is adapted for engagement with a suitable ramp surface on which a vehicle can be driven or hauled.

11. A loader in accordance with any preceding claim configured such that the angle of the body formation relative to the ground when fully deployed is less than 3 .

12. A loader in accordance with any preceding claim wherein the base formation and body formation are generally planar, and in the undeployed configuration sit generally parallel to the flat bed, and are co-operably mounted to be slideable relative to each other and relative to the flat bed in the direction generally parallel to the plane thereof under action of the longitudinal drive means.

13. A loader in accordance with any preceding claim wherein the base formation and body formation are open frame structures.

14. A flat bed trailer adapted to be towed by a towing vehicle such as a recovery vehicle and/or a flat bed integral with a vehicle such as a recovery vehicle comprising a loader in accordance with any preceding claim deployably engaged on an upper surface of the flat bed.

15. A flat bed trailer in accordance with claim 14 provided with immobilisation means to ensure that the flat bed is immobilised on the road surface prior to deployment of the loader.

16. A method of loading a vehicle onto a flat bed surface, comprising the steps of: deploying a longitudinal drive to slidably translate a body formation a first distance relative to a base formation mounted on a flat bed; simultaneously or subsequently causing the base formation and body formation to tilt relative to the flat bed until a distal end of the body formation engages a ground surface rearward of the flat bed; further deploying a longitudinal drive to translate the body formation a second distance relative to the base formation, the body formation being pivotally mounted relative to the base formation at a point rearward of the forwardmost edge of the body formation such that during such deployment the body formation remains engaged to the ground at an angle thereto progressively relatively less than the angle of the base formation to the horizontal; driving or hauling a vehicle onto a ramp surface provided in association with an upper surface of the body formation; longitudinally withdrawing the body formation so that it lies parallel with and alongside the base formation; simultaneously or subsequently rotating the base formation into position upon and parallel to the flat bed.

17. A method of recovering a vehicle comprising the method of claim 16 wherein the flat bed is the flat bed surface of a trailer or integral flat bed vehicle, and wherein the method comprises the additional step of recovering the vehicle after loading the same on to the flat bed surface.

18. A loader, integral flat bed or flat bed trailer, or method of loading a vehicle onto a flat bed surface, substantially as hereinbefore described with reference to the accompanying drawings.