GB2468031A

GB2468031A - Extendible width trailer for container handling

Info

Publication number: GB2468031A
Application number: GB201002760A
Authority: GB
Inventors: Terry Deakin
Original assignee: Individual
Current assignee: Individual
Priority date: 2009-02-20
Filing date: 2010-02-18
Publication date: 2010-08-25
Also published as: GB0903084D0; GB201002760D0

Abstract

A vehicle tractor cab/trailer combination includes a tractor cab (C see fig 1), coupled to load lifting apparatus in the form of a trailer 1. The trailer 1 has a chassis (2 see fig 1) that is capable of being extended laterally on each side of the trailer by equal amounts, substantially simultaneously by means of two lateral adjustment means in the form of oppositely acting hydraulic piston and cylinder arrangements 3,4, 3', 4. Additionally, the chassis 2 can be extended longitudinally. When in an extended state, the trailer can be reversed to so that sides and rear wheels W are either side of a shipping container (S see fig 5) can be used to pick up a container (S) using lifting jacks (7, 8 see fig 6). The trailer 1 extensions are retracted and a slide table is provided for supporting the container (S) in a raised position and allowing it to slide forwards as the trailer 1 and container (S) are readied for onwards transport in the unextended state. The invention avoids the need for the trailer 1 wait for separate equipment to lift the container (S).

Description

IMPROVEMENTS IN OR RELATING TO LOAD HANDLING

This invention relates to improvements in or relating to load handling and is particularly but not exclusively concerned with handling of loads such as shipping containers or the like.

It is known that problems exist in the handling and transport of large loads such as shipping containers. Shipping containers may be of e.g. 20 to 40, 45 or 48 feet (6.1 - 12.2 metres) in length and after being unloaded from ships onto the dockside they need to be lifted by cranes onto a vehicle trailer for transport to an end location. Such cranes may be inbuilt into the transport vehicles. The manner of loading the shipping containers tends to be disadvantageous in some circumstances in that it may be unnecessarily time consuming and complex as well as requiring a considerable amount of space for manoeuvring the container into the correct position onto the vehicle trailer. Furthermore, and most importantly, considerable inconvenience may be incurred when such loads are offloaded from the trailer at an end location. There tend to be similar disadvantages in loading other heavy or bulky loads other than shipping containers onto transport trailers more particularly but not exclusively where there may be poor or minimum load handling facilities.

Often vehicles conveying large loads need to queue at an end location or depot so that loads can be off-loaded successively from the vehicles by lifting cranes. This can lead to very significant delays for the driver (with obvious cost implications) having to wait his turn for the load to be offloaded from his trailer. * 2

It is an object of the present invention to provide a vehicle trailer which at least alleviates at least one of the aforementioned, or other, disadvantages associated with load handling andlor to provide a vehicle trailer or load lifting apparatus which is improved in at least some respect.

According to the present invention there is provided a vehicle trailer having a laterally extendible or laterally telescopic chassis.

Preferably, the chassis is laterally extendible/telescopic by lateral adjustment means on each side of the longitudinal axis of the trailer, usually by equal distances and/or usually simultaneously. The chassis will usually comprise two rails mounted to be sudden apart from one another from a first, laterally unextended position to a second laterally extended position (with the rails being wider apart than the width of a container or load to be carried on the trailer) whilst being guided apart, preferably, on a transverse slideway means on the trailer.

Usually, the vehicle trailer will be provided with a first lifting mechanism, the arrangement being such that the first lifting mechanism is operable to lift the chassis and associated wheels clear of the ground, to allow the chassis to be laterally extended from a, or the, first, unextended position to a, or the, second, extended position.

Preferably, the first lifting mechanism is operable again once the chassis has been moved to the extended position, to lower the wheels back onto the ground with laterally extended chassis, in order to be able to manoeuvre the vehicle trailer with laterally extended chassis, to straddle a wide load such as a shipping container. * 3

The arrangement is, preferably, such that after straddling the load with the extended chassis, a second lifting mechanism of the trailer is operable to engage and lift the load above the level of the chassis. Preferably, the first lifting mechanism may then be operated once again to allow the lateral adjustment means to retract the chassis to the first unextended position, underneath the load and, preferably, the second lifting mechanism can then be operated again to lower the load onto the chassis, whilst in the unextended position.

The chassis may be laterally extendable/telescopic by lateral adjustment means in the form of two, (generally transverse), opposed piston and cylinder arrangements (usually hydraulic or pneumatically operated) that may be positioned towards the front of the trailer (e.g. at or near the bulkhead) near the slideway means, where provided. The two opposed piston and cylinder arrangements are, preferably, replaced by a single cylinder, double acting (in opposed directions) arrangement of two pistons arranged back to back. Additionally, the lateral adjustment means may include two further (generally transverse), opposed piston and cylinder arrangements towards the rear of the chassis e.g. on the rear tailgate of the trailer. Actuation of the lateral adjustment means and/or first lifting mechanism may be by any convenient means under the control of the operator e.g. by control button means in the driver's cab and/or on the outside of the trailer/cab at a convenient location.

The first lifting mechanism may comprise two spaced, synchronised sets of lifting or stabiliser jacks at the front and rear of the trailer respectively. * 4

The lifling/stabiliser jacks may be extended to contact the ground to lift the chassis when required and are, preferably, of about 30 ton lift capacity. The rear lifting jacks may be provided on rear tailgate doors of the trailer and be positioned with (spring loaded) wheels or casters allowing the rear doors to be readily swung from an open position to a closed position and vice versa.

The trailer may be provided with guide means on the chassis (e.g. in the form of resilient or spring plates and/or rubbing strips) to guide the trailer along the load/container as it is reversed relative thereto. Stop means is preferably provided (e.g. on the bulkhead) to contact the container/load when the tractor cab is backed up sufficiently: warning means (e.g. in the form of a warning light in the drivers cab) may be provided and operated via a limit switch once the stop means is contacted by the container/load.

The second lifting mechanism may comprise two front and rear sets of (pivotable) lifting units or cylinders, preferably, located towards the front and rear of the trailer.

The front and/or rear lifting units/cylinders may be moveable from a storage position to an operating position and may be swivelled in a vertical plane from a (horizontal) storage position on the chassis rails to an upright operating position. Powered means may be provided in the form of push units/cylinder to open and close rear doors of the trailer. Each lifting unitlcylinder of the second lifting mechanism may comprise load/container engagement means in the form of a (horizontal) shot bolt means that can be activated to project therefrom and engage in an associated slot or hole (which may be an already existing standard container slot used for lifting the container) in one side (at the associated corner) of the container/load to be lifted above the chassis, when required, on partial retraction of the lifting cylinders. It is possible in an alternative embodiment that the container/load may comprise projections that engage in slots/holes in the second lifting mechanism.

Moveable location means such as pivotable locating pegs (preferably four or more provided) may be provided on the chassis to be moved or swung underneath further slots or holes in the underside (preferably at the corners) of the container/load. In this way, the second lifting mechanism can be operated to extend again to lower the container/load onto the chassis with the moveable locating means engaging in said associated slots/holes on the underneath of the container/load to more positively hold the loadlcontainer on the trailer chassis.

Preferably, the chassis is longitudinally extendible/telescopic to cater for different lengths of load/container and longitudinal adjustment (powered) means preferably in the form of a (two-stage) piston and cylinder arrangement may be provided to adjust the length of the chassis to the required length. Thus, the chassis rails where provided may be longitudinally telescopic. Locking means or pins maybe provided to lock the chassis at the required length. In one embodiment, each chassis rail is provided with means to restrain twist or rotational distortion when in an extended state. Said means may comprise a polygonal (e.g. hexagonal) internal (and external) cross section (rather than a rectangular cross section), preferably, having a single backwards and single forwards (i.e. opposed acting) piston and cylinder arrangement (or other piston and cylinder arrangement) positioned on opposite sides of an I-beam located with the associated rail. O 6

A slide plate means may be located at the front of the trailer, on which the container may rest in use, to enable the container, if necessary, to be slid further towards the front of the trailer in particular where the trailer chassis is longitudinally extendable/telescopic.

In one embodiment, the slide plate means may be located in a slide channel (on an upper chassis deck) in order to assist a load or container in sliding forwards relative to the remainder of the chassis, when required, and could comprise by two or more plates slideable in associated slide channels.

The trailer may be adapted with guide means suitable for loads or containers with weak side panels such as curtain sided trailers.

Still further according to the present invention there is provided a vehicle trailer provided with a laterally extendible chassis and a first lifting mechanism, the arrangement being such that the first lifting mechanism is operable to lift the chassis and associated wheels clear of the ground before extending the chassis laterally from a first, unextended position to a second, extended position and prior to operating the first lifting mechanism again to lower the wheels back onto the ground in order to manoeuvre the vehicle trailer with extended chassis to straddle a wide load such as a shipping container, the arrangement being such that after straddling the load with the extended chassis a second lifting mechanism of the trailer is operable to engage and lift the load above the chassis prior to operation of the first lifting mechanism again to allow the lateral adjustment means to retract the chassis to the first unextended * 7 position, so that the second lifting mechanism can be operated again, to lower the load onto the chassis.

Further according to the present invention there is provided the combination of a vehicle trailer as specified in the immediately preceding paragraph, or as specified in the statement of invention on page 2, and a load such as a shipping container.

Still further according to the present invention there is provided a vehicle trailer provided with any feature or features derivable from this description and drawings and/or provided with any of the following features:-a) a laterally extendible chassis b) a longitudinally extendible chassis c) a first lifting mechanism to lift chassis and wheels clear of the ground d) a lateral adjustment means, preferably in the form of piston and cylinder arrangements, or a double acting piston and cylinder arrangement, mounted on a slideway means e) longitudinal adjustment means, preferably, in the form of two-stage piston and cylinder means, preferably located within an associated chassis rail.

guidance means to guide the laterally extended chassis relative to a container/load whilst the container/load rests on the ground g) guidance means for a container/load having a non-rigid, weak or insubstantial side panel h) a second lifting mechanism to lift a load/container above the chassis whilst the load/container is surrounded by the chassis i) means to lower the container/load onto the chassis, said means, preferably, comprising the second lifting mechanism j) means supporting the load/container on the chassis, preferably, in the form of pivotable locating pegs k) a container/load slideplate or slideplate means, preferably, slideable in channel means 1) a rear opening tailgate, preferably including tailgate doors moveable laterally relative to stabilising jacks m) facility for off loading a container or load to ground level (or otherwise if required) Many advantageous features of the present invention will be apparent from the

following description and drawings.

An embodiment of a vehicle trailer in accordance with the present invention will now be described, by way of example only, with reference to the accompanying diagrammatic drawings, in which:-FIGURES 1 to 12 show various stages in pick up of a load by means of the vehicle trailer, and in which more specifically:-FIGURE 1 shows a general layout in orthographic projection of a side view, sectional end view taken on line X-X of the side view, and plan view of the vehicle trailer, coupled to a tractor cab and capable of supporting a load in the form of e.g. a 2Oft * 9 (6.1 metres) or 40ft (12.2 metres), or up to 6011 (18.3 metres) or greater, shipping container of configuration generally known per Se; a chassis of the trailer being in a road going, unextended position FIGURE 2 shows a side and plan view of the trailer and tractor cab combination shown in FIGURE 1 with the trailer chassis in a longitudinally extended, but not laterally extended position; FIGURE 3 shows side, plan and sectional end views of the trailer tractor cab combination shown in FIGURE 1 with the trailer chassis raised and in a longitudinally and laterally extended position and rear tailgate uncoupled; FIGURE 4 shows a side and plan view similar to FIGURE 3 but with the chassis lowered and rear doors swung open; FIGURE 5 shows side and plan views similar to FIGURE 4 as the vehicle trailer is backed up to receive a shipping container; FIGURE 6 shows side and plan views similar to FIGURES 4 and 5 with the trailer fully backed up straddling the shipping container with rear doors swung back to a closed position; FIGURE 7 shows views similar to FIGURE 6 with push cylinders in position to re-connect the doors; * 10 FIGURE 8 shows views similar to FIGURE 7 with lifting cylinders (constituting a first lifting mechanism) lowered and extended; FIGURE 9 shows views similar to FIGURE 8 showing the container lifted above the level of the chassis by lifting cylinders (constituting a second lifting mechanism); FIGURE 10 shows views similar to FIGURE 9 but with location pegs swung into lower sockets in the container, and the lifting cylinders supporting the container above the chassis, FIGURE 11 shows views similar to FIGURE 10 but with the chassis returned to a laterally unextended position and the container resting on the chassis and slide plate; FIGURE 12 shows views similar to FIGURE 11 but with the chassis in a longitudinally retracted position with the container moved forward to the bulkhead in a position ready for transportation to an end location; FIGURE 13 shows views similar to FIGURE 12 but with the container in a position ready to be unloaded and FIGURES 14 to 18 show in sequence views illustrating unloading of the container and return of the trailer chassis to a laterally longitudinally unextended state, ready for road transit without a load; FIGURE 19 shows further views of the vehicle tractor/trailer combination with a smaller load; * 11 FIGURE 1 9a shows a view of the vehicle tractor/trailer with a small load slidden forwards with vehicle ready for transit, and FIGURES 20 to 26 show various perspective views or partial views of the trailer (with and with container as the case may be) shown in FIGURES 1 to 19, FIGURE 27 shows side and plan views of the tractor/trailer combination with a load in the form of curtain sided container, FIGURE 28A shows a modified chassis rail and FIGURE 28B shows internal parts of the chassis rail, and FIGURE 29 shows a modified tailgate of the vehicle trailer.

Referring to the FIGURES of the drawings, a vehicle tractor cab/trailer combination C,1 includes a tractor cab C, coupled to load lifting apparatus in the form of a trailer 1, in accordance with the present invention.

The trailer 1 has a chassis 2 that is capable of being extended laterally on each side of the trailer by equal amounts, substantially simultaneously by means of two lateral adjustment means in, in this embodiment, the form of oppositely acting (e.g. hydraulic) sets of piston and cylinder arrangements 3,4, 3', 4' (see in particular end views in FIGURES 1 and 3). Thus, the chassis 2 is capable of being extended laterally on each side of the longitudinal axis of the trailer I from a first, unextended state, as shown e.g in the end view in FIGURE 1, to a second, extended state, as shown e.g. in * 12 the end view in FIGURE 3. The chassis 2 has two spaced generally rectangular elongate, telescopic rails 2a, 2b that can be moved further apart from the position as shown in FIGURE 2 to the laterally extended position on slideway L (see FIGURE 21) on step down bulkhead lb shown in FIGURE 3, by the piston and cylinder arrangements 3, 4 (see FIGURE 21). Co-acting piston and cylinder arrangements 3', 4' operating in unison with arrangements 3, 4 are located on the rear tailgate Ia parallel and spaced apart from piston and cylinder arrangements 3,4.

FIGURES 1 to 12 show the sequence of operations required to pick up a load such as a shipping container S (see in particular FIGURES 5 to 16 of the accompanying drawings). As shown in FIGURE 1, the trailer 1 is in an unextended state. In use of the trailer 1 to pick up the container S, the tractor vehicle combination Cl, is reversed or backed up to a position approximately 6 feet (1.83 metres) in front of the front end of the container, ensuring that the trailer 1 is generally aligned with the container (which rests on the floor prior to being picked up by the trailer). As previously mentioned, the chassis 1 is capable of being extended laterally on each side of the trailer by the piston arrangements 3, 4, 3', 4' and the trailer 1 is also capable of being extended longitudinally (by means of telescopic rails 2a, 2b and two longitudinal adjustment in the form of stage piston and cylinders 2a', 2b' -see in particular FIGURES 20 and 21) more particularly as shown in FIGURE 2. Thus, the length of the trailer 1 can be adjusted to cater for different lengths of shipping container S (or other load). It is to be noted that the chassis 1 in FIGURE 2 is in the laterally unextended position. * 13

Locking pins that may be in the form of standard turnlocks (not shown) are provided to secure the trailer chassis 2 to a selected length in a manner which should be self-explanatory once the correct length has been selected via the two stage cylinders 2a', 2b'. The trailer 1 is provided with a first lifting mechanism in the form of sets of two co-acting front and rear stabiliser jacks 5, 6 that can be operated to extend downwardly from the positions shown in FIGURES 1 and 2 to the load position contacting the ground R as shown in FIGURE 3, in order to lift the chassis 2 and associated wheels W (mounted on chassis rails 2a, 2b as shown) clear of the ground to enable the chassis to be extended laterally in a manner which should be self-explanatory from the drawings. Thus, once the correct length of the chassis 1 has been selected to suit the particular length of load (via locking pins as aforesaid) the front and rear stabiliser jacks 5, 6 can be extended to raise the chassis from the ground.

Further chassis locking pins that may also be in the form of standard turniocks (not shown) are undone (these locking pins are interlocked to hydraulics preventing dis-lodgement and premature operation of the piston and cylinder arrangements 3,4, 3', 4'). Then the piston and cylinder arrangements 3, 4, 3', 4' located at the step down bulk head lb and rear tailgate la are operated under control of the operator via suitable electronic control means (e.g. located on the outside of the trailers 1) to extend the width apart of the chassis rails 2a and 2b (see end view in FIGURE 3) guided on the sideway L. Thus, the distance between the chassis rails 2a and 2b is widened to accommodate the width of the container S to be uplifted and transported to an end location. After the chassis 2 has been moved to the laterally extended position a central locking pin P (see FIGURE 20) on the rear tailgate la is removed to uncouple the tailgate doors dl and d2. The central locking P is in the form of a * 14 vertically mounted, hydraulic shot pin cylinder on the rear hinged door assembly dl, d2; this can be retracted and as such is effectively a removable hinge pin.

It is to be noted that pivotal articulation of the fifth wheel F allows the height of the chassis 2 to be varied using lifting jacks 5, 6 whilst the chassis 1 is still connected to tractor cab C. FIGURE 20 shows a perspective view of the rear end of the trailer 1 with tailgate doors dl, d2 closed and chassis 1 in the laterally extended position.

FIGURE 21 shows a perspective view of the trailer with tailgate doors dl, d2 swung to an open position.

Once the chassis I has been moved to the laterally extended position and the rear centre hinge P uncoupled as shown in FIGURE 3 the front and rear stabiliser jacks 5, 6 can be operated to retract back to their original position shown in FIGURES 1 and 2 and the chassis wheels W contact the ground R once again in this position with the rear tailgate doors dl, d2 swung open as shown in FIGURE 4. The hinged rear doors dl, d2 can be swung in and out via vertically mounted hydraulic motors M, mounted on a fabricated pivot pin assembly, incorporating a hinge pin. The tailgate doors dl, d2 can be swung out on spring mounted swivel castors 6' located at the bottom of stabiliser jacks 6 (see FIGURE 21). The tractor vehicle combination C, I as shown in FIGURE 1 can be reversed relative to the container S more particularly as shown in FIGURE 5 so that the chassis rails 2a and 2b straddle the shipping container S as the trailer is backed up towards the container. Trailer 1 can be reversed down the length * 15 of container S until the front of the container engages the step down bulk head 1 a.

Flexible curved spring plate guide members g (see FIGURE 1) are provided to engage the sides of the container S to help align and guide the container S into position relative to the tractor cab C as the cab is backed up relative thereto. Guide members g are flexible about vertical axis as required and can be supplemented or replaced by rubbing strips (not shown-mounted on the chassis rails 2a, 2b).

Mechanical stops (not shown-which may incorporate shock absorbers) mounted on the step down bulkhead 1 a are arranged to activate a limit switch means (not shown) when the container S contacts the stops, that will trigger a warning light or alarm means (preferably in the drivers cab) to indicate that the container 5' is ready in position to be lifted above the chassis 2.

FIGURE 6 shows the position of the trailer 1 relative to the container S once the trailer has been reversed completely along the length of the container to surround it with the trailer tailgate doors dl and d2 swung back into a closed position, but with the container still resting on the ground. Closing of the doors dl, d2 is the reverse procedure to opening with the hydraulic shot pin P being extended to re-connect the doors together.

A second lifting mechanism is provided in the form of sets of two pivotable lifting cylinders 7 and 8 (located on the upper deck Ic and rear chassis rails 2a, 2b respectively) that may be swung from a lowered generally horizontal, storage position as shown in FIGURES 1 to 5 (also see FIGURES 20 and 21) to the upright positions as shown in FIGURES 6 to 10, as illustrated by curved arrows X in FIGURE 6. * 16

Indication of the rear doors dl and d2 being swung to a closed position in FIGURE 6 is depicted by curved arrows Y. The lifting cylinders 7, 8 (or main lifting jacks) are located on the upper deck 1 c and rear chassis section Id and can be swung through 900, as should be evident from the drawings, to their upright position.

FIGURE 7 shows the next stage in picking up the container S: with the rear doors dl, d2 engaged as shown (push cylinders 3', 4' having been operated to reconnect the doors) the front and rear stabiliser jacks 5, 6 can be extended to the ground and then the main lift cylinders 7 and 8 can be extended to ground level to align with lifting sockets (not shown) located at the bottom of each corner of the container S. Horizontal acting shot bolts (not shown) are deployed from each main lift cylinder 7, 8 to engage co-operating sockets/slots at each corner of the sides of container S as shown in FIGURE 8. With the container S and trailer 1 supported by the stabiliser jacks 5, 6 the main lifting jacks 7, 8 can then be retracted to lift the container S to a height above the upper level of the chassis 1, more particularly as shown in FIGURE 9 of the drawings. All four lifting jacks 7, 8 are synchronised using a balance valve and single overload sensors to position the container at a height of about 50mm clear of the upper faces of the chassis rails 2a, 2b.

Whilst the container S is supported on the main lift jacks 7, 8 via the shot bolts four pivotable locating pegs p (two pegs p being located on the upper deck 1 C -see FIGURE 21 -and two being located on the rear tailgate) can be swung into position underneath the container S. The pegs p are pivotable about respective vertical axes and can be swung into position underneath locating sockets (not shown) on the underside of each corner of the container S from the position shown in FIGURE 1 to * 17 that shown in FIGURE 21 and FIGURE 10. Once the container S has been raised above the level of the chassis 1 and the locating pegs P swung into position underneath the lower container sockets, the main lifting jacks 7 and 8 can be operated (partly extended again) to lower the container onto the four locating pegs P (with the pegs p being in registration with the holes underneath the container) and also onto the upper deck slide (slideable longitudinally of the trailer) plate or table 9 (see FIGURE 21). Once the load of the container S has been transferred onto the locating pegs p, the horizontal acting shot bolts from the main lifting jacks 7, 8 can then be retracted from the container sides and the main lifting jacks 7, 8 can be swung back into their horizontal storage position S more particularly as shown in FIGURES 1 to 7 (also see FIGURES 20 and 21).

FIGURE 11 shows the shipping container S supported on the location pegs p with the chassis rails 2a, 2b retracted back to the laterally unextended position underneath the container S. Thus the piston and cylinder arrangements 3, 4, 3, 4' have been operated to return the chassis 1 to the unextended position. Prior to laterally retracting the chassis rails, the chassis locking pins (turniocks) need to be undone and the piston and cylinder arrangement 3, 4, 3', 4' operated in reverse.

FIGURE 12 shows the trailer I in a position with the stabiliser jacks 5, 6 retracted clear of the ground and container resting on chassis I and also the overall length of the chassis 1 as being reduced (by reverse operation of the two stage piston and cylinders 2a', 2b') to slide the container S (which is also resting on the top deck slide plate 9) forwards towards the main bulk head bl at the front of the trailer. Thus, the container S can then be secured by locking pins (turnlocks) for transportation. * 18

FIGURE 13 shows the trailer 1 with container S ready for unloading at an end location and the off loading sequence of the container S at the end location is substantially the reverse of the picking up process as described in relation to FIGURES 1 -12, 20 and 21.

FIGURE 22 shows a perspective view of the end of the trailer with chassis rails extended laterally and longitudinally straddling the container S whilst the container rests on the floor and with tailgate doors dl, d2 swung open.

FIGURE 23 shows a view similar to FIGURE 22 but with the rear doors dl and d2 recoupled and the container supported above the chassis 1 on the main lifting jacks 7, 8 in an upright position.

FIGURES 14 to 18 show in sequence the steps required to offload the container S from the trailer 1 at an end location. The unloading sequence should be self explanatory and is the converse to picking up process.

FIGURE 19 shows a trailer 1 picking up a smaller load (i.e. a container S' of shorter length) with the chassis rails 2a and 2b retracted laterally under the container S' and said container resting on the locating pegs p and on the front slide plate 9.

FIGURE 24 is a perspective view of the smaller container 5' loaded onto the trailer 1.

In the arrangement shown in FIGURE 19 when retracting the chassis rails 2a, 2b longitudinally to slide the container towards the forward bulkhead, the limitation of the chassis rails to telescope inside one another will effectively mean that the container cannot be moved all the way up to the forward bulkhead 1 a, so the front end of the container will rest on the two forward swing in location pins P and the top deck slide plate 9. Alternatively, especially if axle weight conditions demand, the chassis rails 2a, 2b can be extended rearwards so that the load is in the most convenient position.

If e.g.a 20 feet container S' needs to be transported in the forward position a removable stop pin can be inserted on the upper deck to secure the load and prevent any forward movement as shown in FIGURE 1 9a.

FIGURE 19a shows a view of the trailer 1 with smaller container S. (20 foot length container) in which the main lifting jacks 5, 6 are retracted and chassis rails 2a, 2b are retracted with the container being slidden forwards to removable stop pin and location pegs locked into container sockets with the vehicle ready for transit.

FIGURE 27 shows plan and side views of the trailer 1 being utilised to pick up a curtain sided container S".

Where the container or load S does not have rigid or substantial side panels (e.g. aluminium box vans or curtain sided containers or the like) guide means in the form of swing down guide bars G can be provided (located on the rear section of chassis 1).

The guide bars G can be deployed in the direction of arrow Z to ground level to run * 20 along outer edges of a more substantial/rigid floor section of the container/load. The guide bars G should act to prevent the trailer 1 from damaging the side panels of such load/containers, being of significant weaker construction, when backing up the trailer 1 relative to the load/container. The guide bars 0 could be withdrawn once the load/container is in a position ready to be uplifted above the chassis prior to being loaded onto the chassis I in an unextended position.

To summarise the advantageous features of at least the aforedescribed embodiment of the present invention:-The trailer I has the capability to be used as a conventional type trailer for the carriage or transport of shipping containers or the like. The trailer 1 can be loaded at its embarkation point by overhead crainage or, if the container or other load, is already on a vehicle it can be loaded by forklift via the rear doors or in the case of say a curtain sider, via the side openings. The load can then be transported in the traditional manner. At the point of destination (end location), the container or the like can be off loaded if required via the rear doors in a conventional manner. However, a very important advantage of the trailer 1 is that it also has the capability for the container to be off-loaded at ground level. This can be advantageous in several ways.

1. It alleviates the vehicle/trailer having to wait whilst the load is discharged, with obvious cost savings.

2. Off loading at ground level is safer than discharging the load from trailer height. * 21

3. In some cases, the load can be discharged by pallet truck alleviating the need for a fork lift trained driver 4. The load may not have been palletised and, thus, may require off loading by hand. This is, obviously, safer from ground level and the fact that the vehicle does not have to wait relieves the pressure to off load quickly. One example of this type of transport application could be a furniture removal from another country to the United Kingdom. The shipping container containing the furniture could be offloaded from the trailer at ground level at its destination for the contents thereof to be removed at comparative leisure 5. since the vehicle is self sufficient in terms of unloading and loading it may in some cases, remove the necessity for a vehicle/trailer to wait its turn' for off loading The Applicant has made some further modifications to the vehicle trailer! as depicted in FIGURES 1 to 27.

Importantly, in building a prototype of the trailer 1, the Applicant realised that the chassis 2 design was quite heavy and that the manner in which both longitudinal and lateral extension of the chassis is achieved could be improved to provide a more structurally sound or stable, and, advantageously, lighter weight, chassis.

With the two-stage piston and cylinder arrangements 2a', 2b' being provided underneath the telescopic rails 2a, 2b (see FIGURES 20 and 21), in order to provide the longitudinal adjustment of chassis 2, and with the wheels W not being located directly underneath the chassis rails (the wheels W are located on the outside of the * 22 chassis rails 2a,2b), there may be a tendency for a twist/rotation effect of the chassis rails to occur, more particularly when the rails are in an extended state. In any event, the chassis may not be as stable as might be the case with different design constraints.

Thus, the Applicant has addressed the aforementioned potential problem by providing an anti-rotational or ant-twist means or device effective to restrain relative rotation of the chassis rails 2a, 2b (or parts thereof) to the remainder of the chassis.

Accordingly, FIGURE 28A shows diagrammatically an improved chassis rail R, in a generally extended state. FIGURE 28B shows the internal I-beam structure, in use, located in the interior of the chassis rail R. It is intended, in the modifications referred to, that the chassis rails 2a, 2b and two stage piston assembly 2a', 2b' of the chassis 2 are replaced in the trailer 1 by chassis rails R shown in FIGURES 28A, 28B.

Thus, the piston and cylinder arrangements 2a', 2b' positioned underneath the rails 2a, 2b are now, advantageously, replaced by chassis rails R of inner and outer hexagonal (or other polygonal -non-rectangular -shape) shape through which extends I-beam I and on each side of which extends a piston and cylinder arrangement PC, the operational manner of which should be evident from FIGURES 28A, 28B.

The change in the rectangular shape of the rail 2a, 2b to the hexagonal shape of the rail R adds to the structurally rigidity as does the intemalisation in the rail cross section of the piston and cylinder arrangements (rather than being located underneath * 23 the rail); thereby resisting possible rotational distortion effects. Additionally, the piston and cylinder arrangements PC now consists of one backwards and one forwards single acting cylinder (acting in opposed directions), advantageously, located with the I-beam on either side thereof.

Additionally, the design of chassis rails R and piston and cylinder arrangements PC simplify the hydraulics involved to activate longitudinal extension/retraction of the chassis.

Furthermore, advantageously, the two-piston and cylinder arrangements 3, 4 provided for lateral adjustment of the chassis 2 may be replaced by a single, double-acting cylinder arrangement (i.e. one cylinder with two pistons acting in opposed directions in back to back relationship) -not shown -thereby further reducing the weight of the chassis and again simplifying the hydraulics necessary for providing lateral adjustment of the chassis.

FIGURE 29 shows a modified tailgate arrangement T whereby the stabiliser jacks 6 remain in their ground engaging position as the tailgate doors Tdl, Td2 are moved linearly, laterally outwards from one another, relative to the jacks 6, by push cylinders PC' (rather than cylinders 3', 4') in a manner which should be evident from FIGURE 29.

Additionally, the Applicant has made modifications (not shown) to the slide plate 9, now replacing the single slide plate by two slide plates slideable side-by-side in purpose-made, recessed, parallel, slide channels on the upper deck 1 c. * 24

It is to be understood that the scope of the present invention is not to be unduly limited by the particular choice of terminology and that a specific term may be replaced or supplemented by an equivalent or generic term. For example, the term piston and cylinder' could be replaced by powered means'; mechanism' may be replaced by means'; cylinder may be replaced by unit' or piston and cylinder means'. Further it is to be understood that individual features, method or functions relating to the vehicle trailer, chassis or load handling mechanism might be individually patentably inventive. The singular may include the plural and vice versa.

Additionally, any range mentioned herein for any parameter or variable shall be taken to include a disclosure of any derivable sub-range within that range or of any particular value of the variable or parameter arranged within, or at an end of, the range or sub-range.

It is possible that the present invention may comprise a load lifting apparatus other than a vehicle trailer.

Additionally, the present invention may comprise a chassis for a trailer. O 25

Claims

CLAIMS1. A vehicle trailer having a laterally extendible or laterally telescopic chassis.
2. A trailer as claimed in claim 1 in which the chassis is laterally extendible/telescopic by lateral adjustment means on each side of the longitudinal axis of the trailer.
3. A trailer as claimed in claim 2 in which the lateral adjustment is by equal distances on each side of the longitudinal axis of the trailer andlor simultaneously on each side.
4. A trailer as claimed in any one of the preceding claims in which the chassis comprises two rails mounted to be sudden apart from one another from a first, laterally unextended position to a second laterally extended position.
5. A trailer as claimed in claim 4 in which the two rails are guided apart on a transverse slideway means on the trailer.
6. A trailer as claimed in any one of the preceding claims provided with a first lifting mechanism, the arrangement being such that the first lifting mechanism is operable to lift the chassis and associated wheels clear of the ground, to allow the chassis to be laterally extended from a, or the, first, unextended position to a, or the, second, extended position. * 26
7. A trailer as claimed in claim 6 in which the first lifting mechanism is operable again, once the chassis has been moved to the extended position, to lower the wheels back onto the ground with laterally extended chassis.
8. A trailer as claimed in claim 6 or claim 7 in which, after straddling a load with the extended chassis, a second lifting mechanism of the trailer is operable to engage and lift the load above the level of the chassis.
9. A trailer as claimed in claim 8 in which the first lifting mechanism can then be operated once again to allow the lateral adjustment means to retract the chassis to the first unextended position, underneath the load.
10. A trailer as claimed in claim 9 in which the second lifting mechanism can then be operated again to lower the load onto the chassis, whilst in the unextended position.
11. A trailer as claimed in any one of the preceding claims in which the chassis is laterally extendable/telescopic by a, or the, lateral adjustment means in the form of two, opposed piston and cylinder arrangements, or in the form of a double acting piston and cylinder arrangement.
12. A trailer as claimed in claim 11 in which the piston/s and cylinder/s are hydraulic or pneumatic.
13. A trailer as claimed in claim 11 or 12 in which the piston/s and cylinder/s are positioned towards the front of the trailer. * 27
14. A trailer as claimed in claim 5 or any claim dependent therefrom in which the piston/s and cylinder/s are near the slideway means.
15. A trailer as claimed in any one of claims 11 to 14 in whch the lateral adjustment means includes two further opposed piston and cylinder arrangements towards the rear of the chassis.
16. A trailer as claimed in any one of the preceding claims in which actuation of the lateral adjustment means and/or first lifting mechanism, where provided, is under the control of the operator by means in the driver's cab and/or on the outside of the trailer/cab.
17. A trailer as claimed in claim 6 or any claim dependent therefrom in which the first lifting mechanism comprises two spaced, synchronised sets of lifting or stabiliser jacks at the front and rear of the trailer respectively.
18. A trailer as claimed in claim 17 in which the lifting/stabiliser jacks can be extended to contact the ground to lift the chassis.
19. A trailer as claimed in claim 18 in which the jacks are of about 30 ton lift capacity.
20. A trailer as claimed in any one of claims 17 to 19 in which the rear lifting jacks are provided on rear tailgate doors of the trailer. * 28
21. A trailer as claimed in claim 20 in which the rear lifting jacks are positioned with wheels or casters allowing the rear doors to be swung from an open position to a closed position and vice versa.
22. A trailer as claimed in claim 21 in which the wheels or casters are spring-loaded.
23. A trailer as claimed in any one of the preceding claims provided with guide means on the chassis to guide the trailer along the load/container as it is reversed relative thereto.
24. A trailer as claimed in claim 23 in which the guide means is in the form of resilient or spring plates and/or rubbing strips.
25. A trailer as claimed in claim 23 or 24 in which stop means is provided to contact the container/load when the tractor cab is backed up.
26. A trailer as claimed in claim 25 in which warning means is provided once the stop means is contacted by the container/load.
27. A trailer as claimed in claim 26 in which the warning means is operated via a limit switch.
28. A trailer as claimed in any one of the preceding claims in which the second lifting mechanism comprises two front and rear sets of lifting units or cylinders. O 29
29. A trailer as claimed in claim 28 in which said lifting units or cylinders arepivotable.
30. A trailer as claimed in claim 28 or 29 in which the lifting units/cylinder are located towards the front and rear of the trailer.
31. A trailer as claimed in any of claims 28 to 30 in which the front and/or rear lifting units/cylinders are moveable from a storage position to an operating position.
32. A trailer as claimed in claim 31 in which the front and/or rear lifting units/cylinders can be swivelled in a vertical plane from a storage position on the chassis rails to an upright operating position.
33. A trailer as claimed in claim 32 in which powered means is provided to open and close rear doors of the trailer.
34. A trailer as claimed in claim 33 in which the powered means is in the form of push units/cylinders.
35. A trailer as claimed in any one of claims 28 to 34 in which each lifting unit/cylinder of the second lifting mechanism comprises load/container engagement means in the form of a shot bolt means that can be activated to project therefrom and engage in an associated slot or hole in one side of the container/load to be lifted above the chassis, when required, on partial retraction of the lifting cylinders. O 30
36. A trailer as claimed in any one of claims 28 to 34 in which the container/load comprises projections that engage in slots/holes in the second lifting mechanism.
37. A trailer as claimed in any of the preceding claims in which moveable location means are provided on the chassis to be moved or swung underneath further slots or holes in the underside of the container/load.
38. A trailer as claimed in claim 37 in which the moveable location means are pivotable locating pegs.
39. A trailer as claimed in claim 38 in four or more locating pegs are provided.
40. A trailer as claimed in any one of the preceding claims in which the chassis is longitudinally extendible/telescopic to cater for different lengths of load/container and longitudinal adjustment (powered) means is provided to adjust the length of the chassis to the required length.
41. A trailer as claimed in claim 40 in which the chassis rails where provided are longitudinally telescopic.
42. A trailer as claimed in claim 40 or 41 in which locking means or pins are provided to lock the chassis at the required length.
43. A trailer as claimed in claim 41 or 42 which each chassis rail is provided with means to restrain twist or rotational distortion when in an extended state. S 31
44. A trailer as claimed in claim 43 in which said restraint means comprises a polygonal (e.g. hexagonal) internal (and external) cross section.
45. A trailer as claimed in claim 44 in which said internal cross section houses a single backwards and single forwards (i.e. opposed acting) piston and cylinder arrangement each positioned on an opposed side of an I-beam located with the associated chassis rail.
46. A trailer as claimed in any one of the preceding claims in which a slide plate means is located at the front of the trailer, on which the container can rest, in use.
47. A trailer as claimed in claim 46 in which the slide plate means is located in a slide channel or chassis on an upper chassis deck.
48. A trailer as claimed in any one of the preceding claims adapted with guide means for loads or containers with weak side panels.
49. A vehicle trailer substantially as herein described with refernce to FIGURES 1 to 27 of the accompanying drawings or when modified in accordance with FIGURES 28A, 28B or FIGURE 29 of the accompanying drawings.
50. A chassis for a trailer as claimed in any one of claims 1 to 49. * 32
51. A vehicle trailer provided with a laterally extendible chassis and a first lifting mechanism, the arrangement being such that the first lifting mechanism is operable to lift the chassis and associated wheels clear of the ground before extending the chassis laterally from a first, unextended position to a second, extended position and prior to operating the first lifting mechanism again to lower the wheels back onto the ground in order to manoeuvre the vehicle trailer with extended chassis to straddle a wide load such as a shipping container, the arrangement being such that after straddling the load with the extended chassis a second lifting mechanism of the trailer is operable to engage and lift the load above the chassis prior to operation of the first lifting mechanism again to allow the lateral adjustment means to retract the chassis to the first unextended position, so that the second lifting mechanism can be operated again to lower the load onto the chassis.
52. The combination of a trailer as claimed in any one of the claims ito 49 or claim 51 and a load such as a shipping container.
53. A vehicle trailer provided with any feature or features derivable from this description and drawings and/or provided with any of the following features:-a) a laterally extendible chassis b) a longitudinally extendible chassis c) a first lifting mechanism to lift chassis and wheels clear of the ground d) a lateral adjustment means, preferably in the form of piston and cylinder arrangements, or a double acting piston and cylinder arrangement, mounted on a slideway means O 33 e) longitudinal adjustment means, preferably in the form of piston and cylinder means, preferably located within an associated chassis rail 1) guidance means to guide the laterally extended chassis relative to a container/load whilst the container/load rests on the ground g) guidance means for a container/load having a non-rigid, weak or insubstantial side panel h) a second lifting mechanism to lift a load/container above the chassis whilst the load/container is surrounded by the chassis i) means to lower the container/load onto the chassis, said means, preferably, comprising the second lifting mechanism j) means supporting the load/container on the chassis, preferably, in the form of pivotable locating pegs k) a container/load slideplate or slideplate means, preferably, slideable in channel means 1) a rear opening tailgate, prefereably including tailgate doors moveable laterally in relation to stabilising jacks m) facility for off loading a container or load to ground level (or otherwise if required)