GB2583968A - A system and method for testing a materials handling equipment of a vehicle - Google Patents

Abstract

A system is provided for testing a materials handling equipment of a vehicle, for example a tail lift 203 of an HGV, with an engagement member 119 for engaging the handling equipment 203 and a loading mechanism 113 connected to the engagement member. Loading mechanism 113 is configured to simulate a weight by applying a downward force through engagement member 119 to handling equipment 203 whilst handling equipment 203 ascends and/or descends, providing a dynamic test. The force may be applied in tension and/or in compression, and may for example be provided through the inflation of an airbag 131. In embodiments, a static test may also be performed with handling equipment 203 remaining stationary. The system may provide a constant downward force to simulate a constant weight. A corresponding method is provided, as well as an alternative system and method using a tension force.

Description

A SYSTEM AND METHOD FOR TESTING A MATERIALS HANDLING EQUIPMENT OF A VEHICLE

The present invention relates to a method and system for testing the materials handling equipment of a vehicle. The method and system may be particularly suited for testing the materials handling equipment (e.g. a tail lift) of a heavy goods vehicle (HG')).

Materials handling equipment are commonly mounted to vehicles to facilitate the movement of goods, people, equipment etc. to a level of a bed of the vehicle from a ground level or a loading dock. For instance, in the goods industry it is commonplace to have a materials handling equipment in the form of a tail lift (also commonly termed liftgate) mounted to a rear of a goods vehicle that facilitates movement of goods and materials to a load bed of the goods vehicle.

Tail lifts can also commonly be found mounted to vehicles that are designed for transporting people, in particular vehicles that are designed for transporting people with limited mobility (e.g. ambulances). Such tail lifts can be used to lift people of limited mobility in order that they can access an interior of the vehicle.

In addition to tail lifts, a variety of other materials handling equipment are commonly employed on a range of other commercial and non-commercial vehicles, for example fork lifts on fork lift trucks, lifting equipment on waste removal vehicles etc. In view of the desired uses of materials handling equipment, it is important that materials handling equipment function as intended and have the necessary structural integrity to ensure that the equipment is operating safely so as to avoid potential damage to goods and/or materials, and to avoid potential harm to users of the materials handling equipment.

In order to ensure that the materials handling equipment is operating within safe and tolerable limits for its intended purpose, inspection and testing of the materials handling equipment is required to be undertaken. The necessary testing and inspection that is required is usually determined on a country by country basis.

For instance, in the United Kingdom the requirements for testing and safe operation of materials handling equipment, in particular tail lifts, are set out in the Lifting Operations Lifting Equipment Regulations1998 (LOLER), in the Provision and Use of Work Equipment Regulations 1998 (PUWER) and in the Supply of Machinery (Safety) Regulations 2008. These regulations set out particular standards that materials handling equipment must meet and certain tests which must be carried -2 -out on, and passed by, materials handling equipment such that they can be said to be operating correctly and safely.

Where the materials handling equipment is a tail lift, such tests include, amongst others, load speed testing (i.e. testing the speed of ascent and descent of a platform of a tail lift whilst fully loaded), creep testing (i.e. testing that a platform of the tail lift, at full height and fully loaded, does not descend below a predetermined height within a set period of time), deformation/distortion testing (i.e. ensuring that the tail lift and its associated components are structurally maintained whilst subject to loading) and testing that the tail lift cannot lift excessive loads (i.e. loads in excess of that which the tail lift is rated for). It will be appreciated that these tests comprise both static tests (i.e. where the tail lift is held in a stationary condition during the test) and dynamic tests (i.e. where the tail left is ascending and/or descending during the test).

Each of the above tests, in addition to a variety of other tests that are required to ensure safe operation of the materials handling equipment, require the application of a load to a platform of the materials handling equipment as a representation of the loads that are typically applied to the equipment during its normal, everyday operation. One such rudimentary method of applying a representative load to the platform of a materials handling equipment involves placing a certified load (i.e. a weight of a known mass) onto the materials handling equipment and carrying out the various tests as necessary to ensure safe operation of the materials handling equipment. Carrying out the various relevant tests of the tail lift with the certified load applied to a platform thereof is often referred to as weight testing. The certification of the load (i.e. the weight of the mass) is selected based on the specifications and intended purpose of the materials handling equipment. Often such certified loads are required to be provided by several tonnes in mass, e.g. between 1000 kg -5000 kg. The specific mass of the certified load will be dependent on the weight rating of the specific materials handling equipment that is to be tested and the desired test that is to be carried out.

Understandably, massive certified loads (i.e. dead weights) of this type are not particularly mobile. Consequently, there is significant difficulty and expense associated with transporting certified loads to a vehicle comprising a materials handling equipment in order to carry out the necessary testing and inspection. Transporting certified loads also has a significant detrimental impact on the environment given the fuel consumption, and thus emissions of air pollutants and -3 -greenhouse gases, associated with transporting said certified loads. Therefore, it is preferred for vehicles comprising materials handling equipment to be taken themselves to a location of the certified load, for instance a vehicle workshop. However, transportation of vehicles to and from vehicle workshops is itself inefficient and associated with considerable expense, both in terms of fuel costs and as a result of downtime of the vehicle being off road which, particularly in the case of commercial vehicles such as HGVs, can be detrimental to the business of the operator of the vehicle. Moreover, the transportation of vehicles comprising materials handling equipment is also associated with significant detrimental impact on the environment given the fuel consumption and thus pollution involved.

To overcome some of the drawbacks, particularly those of immobility, associated with the above methods, a method for testing a materials handling equipment has been proposed that, in place of the certified loads as discussed above, applies a simulated weight to a platform of the materials handling equipment by virtue of a bracket. The proposed method is specifically configured for testing a tail lift of a HGV. During the proposed testing of the tail lift using the bracket, a platform of the tail lift is brought into a fully descended, floor height position. Once the platform is in this floor height position, the bracket is positioned in place on top of the platform, and is supported thereon by a downwardly extending leg attached to a spreader plate. A load cell is positioned between the spreader plate and the leg. First and second horizontally extending arms of the bracket extend from the leg in a first direction and are positioned at an underside of the HGV. A third horizontally extending arm, extending from leg in a direction opposed to the first and second arms is positioned at an underside of a service vehicle spaced from the HGV.

After the bracket is positioned as in the above described manner, the platform of the tail lift is raised by an operator to bring the first and second arms into engagement with an underside of the HGV, and to bring the third arm into engagement with the underside of the service vehicle. Such engagement only requires the platform to be slightly raised, and the platform will remain at close to floor height whilst loaded during testing. Once engaged as such, the weights of the vehicles provide a resistance against further upward movement of the bracket and the platform and hence maintain the bracket and the platform in a stationary condition. Thus, the engagement of each of the arms with their respective vehicles produces a normal contact force applied in a downward direction to each of the -4 -arms, the sum of which is equal and opposite to the force applied by the platform of the tail lift to the bracket as it is lifted in an upward direction. The total normal contact force applied to the arms is transmitted through the leg of the bracket, the load cell, the spreader plate and to the tail lift as a simulated weight, with said simulated weight being measured by the load cell.

It will be appreciated that the proposed method of testing a materials handling equipment with a bracket as described above at least partly addresses the issue of immobility associated with those methods that rely on massive, certified loads (i.e. dead weights). This is most notably because such a bracket can be made substantially less massive than said certified loads as it instead predominantly relies on the production of a simulated weight to apply the necessary loading to the materials handling equipment, and is not predominantly reliant on actual weight of a mass (i.e. a dead weight) in order to apply the desired loading to the materials handling equipment. The simulated weight applied to the materials handling equipment emulates the loads that the material handling equipment typically handles and thus the reliance/need for an actual weight of mass comparable to that which the materials handling equipment is configured to typically handle is eliminated. Hence, the equipment (e.g. the bracket) required to carry out the proposed method can be made significantly less massive than such certified loads and is thus more readily and inexpensively transported than massive, certified loads, which in turn provides advantages in terms of environmental impact. However, whilst there are some benefits associated with testing methods reliant on a bracket of the type described above, there are also drawbacks associated with such methods. Such drawbacks arise in view of the fact that the simulated loading of the platform of the materials handling equipment in these methods can only be carried out whilst the platform is stationary, and whilst the platform is at, or at close to, floor height. This is in view of the manner in which the bracket interacts with the vehicles and the tail lift to simulate a weight. Thus, not all of the required testing of the materials handling equipment (e.g. creep testing, load speed testing) may be achieved using a bracket such as in the proposed method described above given that some of such testing requires a dynamic condition of the platform, and further requires the platform of the materials handling equipment to be in a raised condition, well above floor height. -5 -

Therefore, a system and method for testing materials handling equipment, in particular tail lifts of HGVs, that overcomes at least some of the above discussed drawbacks associated with the prior art are desired.

According to a first aspect of the invention there is provided a system for testing a materials handling equipment of a vehicle, the system comprising: an engagement member configured to engage the materials handling equipment; and a loading mechanism connected to the engagement member, the loading mechanism being configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is ascending and/or descending such that the materials handling equipment can be tested in a dynamic condition.

The system of the first aspect thus relies on a simulation of weight to thereby apply a downward force to the materials handling equipment. This is done without using the weight of a large mass placed on top of the materials handling equipment. The system of the first aspect is thus not reliant on an actual weight of a mass (e.g. certified) load that is comparable in mass to those that the materials handling equipment is typically configured to handle during normal operation. The system of the first aspect is in fact reliant on a simulation of weight to carry out necessary testing. As a result, the system of the first aspect can be made substantially less massive (lighter) than the loads that the materials handling is typically configured to handle. Consequently the system of the first aspect provides advantages in terms of mobility as compared to methods that rely on massive, certified loads as described above.

In view of the relative lightness of the system of the first aspect, the system can be readily stored and transported in a service vehicle such that it can be brought to a desired testing location. Thus, the system of the first aspect has advantages in terms of mobility.

Moreover, as noted above, the system of the first aspect is configured to simulate a weight and thus apply a downward force to the materials handling equipment whilst the materials handling equipment is in a dynamic condition. Thus the system of the first aspect may be used to carry out dynamic tests (i.e. where the materials handling equipment is moving, e.g. ascending and/or descending, during the test) on the materials handling equipment. The above described proposal that is reliant on a bracket cannot achieve testing during a dynamic condition of the materials handling equipment. This is because the range of motion of the materials -6 -handling equipment in an upward direction is limited/ restricted from above by the bracket, which prevents the materials handling equipment being dynamically tested. The loading mechanism may additionally be configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is stationary such that that materials handling equipment can additionally be tested in a static condition. Thus, the above-discussed static tests (i.e. where the materials handling equipment is held in a stationary condition during the test) may also be carried out on the materials handling equipment.

The system may be configured for testing the materials handling equipment in a raised condition. The materials handling equipment may be considered as being in a raised condition whilst the materials handling equipment is in a vertically upper half (top 50 °/0) of its range of motion (i.e. whilst the materials handling equipment is at or above a half raised position). Alternatively, the materials handling equipment may be considered as being in a raised condition whilst the materials handling equipment is within the top 40 %, 30 %, 25 %, 20 %, 10 % and/or 5 % of its range of motion. The raised condition may be a fully raised condition of the materials handling equipment (i.e. at the top of its range of motion), or at close to a fully raised condition.

It is considered particularly beneficial to test certain materials handling equipment (e.g. tail lifts) in a raised condition, and in particular at, or at close to, a fully raised condition. This is because the materials handling equipment may be under its greatest strain whilst loaded in these positions and hence it is in these positions that the materials handling equipment is most prone to malfunctioning or failure.

The system may be configured for testing the materials handling equipment in a lowered condition. The materials handling equipment may be considered as being in a lowered condition whilst the materials handling equipment is in a vertically lower half (bottom 50 %) of its range of motion (i.e. whilst the materials handling equipment is at or below a half raised position). Alternatively, the materials handling equipment may be considered as being in a lowered condition whilst the materials handling equipment is within the bottom 40 %, 30%, 25 %, 20 %, 10% and/or 5 % of its range of motion. The lowered condition may be a fully lowered condition of the materials handling equipment (i.e. at the bottom of its range of motion), or at close to a fully lowered condition. -7 -

It is considered particularly beneficial to test certain materials handling equipment (e.g. tail lifts) in a lowered condition, and in particular at, or at close to, a fully lowered condition. This is because the materials handling equipment may be under its greatest strain whilst loaded in these positions and hence it is in these positions that the materials handling equipment is most prone to malfunctioning or failure.

The system of the first aspect in a first arrangement may be configured for testing the materials handling equipment in a raised condition.

The system of the first aspect in a second arrangement may be configured for testing the materials handling equipment in a lowered condition.

The system may be capable of being in both the first and second arrangements. The system of the first aspect may be able to test the materials handling equipment in a raised condition and in a lowered condition. The loading mechanism may be configured to apply a tension force to the engagement member for use when the materials handling equipment is in a raised condition, and to apply a compression force to the engagement member, for use when the materials handling equipment is in a lowered condition. Thus, for example, the tension force may be applied from below the materials handling equipment and the compression force may be applied from above the materials handling equipment. Whilst the loading mechanism is configured to apply a tension force the system may be considered to be in the first arrangement. Whilst the loading mechanism is configured to apply a compression force the system may be considered to be in the second arrangement. The use of a tension force and a compression force is discussed further below.

The loading mechanism may be configured to simulate a constant weight by applying a constant downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is ascending and/or descending, and optionally stationary. Thus, the system may carry out dynamic and, optionally, static testing of the materials handling equipment whilst a constant load is applied to the materials handling equipment for the duration of the test.

The loading mechanism may be configured to simulate a weight representative of the weights that the materials handling equipment is typically configured to handle, For instance, the loading mechanism may be configured to simulate a weight that is representative of a mass of between 1000 kg to 5000 kg. The -8 -loading mechanism may be configured to simulate a weight representative of a mass of less than 1000 kg and/or more than 5000 kg.

The loading mechanism may be configured to vary and selectably control the downward force transmitted to the materials handling equipment (i.e. to vary and selectably control the simulated weight). This may be selected based on the desired testing procedure of the materials handling equipment, and the specific materials handling equipment to be tested.

The loading mechanism may be configured to simulate a weight that is equivalent to load capacity of the materials handling equipment. The loading mechanism may additionally or alternatively be configured to simulate a weight that is greater and/or less than a load capacity of the materials handling equipment. The loading mechanism may be configured to apply a tension force to the engagement member to thereby simulate a weight. Such a tension force may be arranged to originate from an underside of the materials handling equipment.

Therefore, the range of motion of the materials handling equipment in an upward direction is not limited/ restricted from above by the loading mechanism.

The tension force may be applied through a tension member. The tension member may be the engagement member (i.e. the same entity), or it may be connected between the engagement member and the loading mechanism. The tension member may be a rope (e.g. a wire rope), a chain, a rod etc. The tension member may be a plurality of tension members.

The loading mechanism may be configured to apply a compression force to the engagement member to thereby simulate a weight. Such a compression force may be arranged to originate from a topside of the materials handling equipment.

Therefore, the range of motion of the materials handling equipment in a downward direction is not limited/ restricted from below by the loading mechanism.

The compression force may be applied through a compression member. The compression member may be the engagement member (i.e. the same entity), or may be connected between the engagement member and the loading mechanism. The compression member may be a plurality of compression members.

The engagement member may be a strap, a strop, a rubber buffer, a spreader plate, a piston face, a grapple, a hook, or an eyelet connected to the materials handling equipment. The engagement member may be any suitable combination of these listed features. The engagement member, or a part of the engagement -9 -member, may be integral to the materials handling equipment, or it may be separate to the materials handling equipment and configured to connect thereto. The engagement member may be comprised in the loading mechanism, for instance the engagement member may be comprised within a pneumatic cylinder of the loading mechanism, e.g. a piston face of a pneumatic cylinder.

The system of the first aspect may be configured to test any materials handling equipment, for instance a fork lift or a passenger lift. Alternatively, the system of the first aspect may be configured to test a tail lift (liftgate) of a vehicle. The tail lift may be any known type of tail lift, for instance a parallel arm, rail gate, column, cantilever, tuckunder or slider type tail lift. The system may be configured to test one or more of these types of tail lift.

In embodiments where the system is configured for testing a tail lift, the engagement member may be configured to engage a platform of the tail lift. Thus, the loading mechanism may be configured to simulate a weight by applying a downward force through the engagement member and to the platform of the tail lift.

The system of the first aspect may be configured for testing a materials handling equipment of a heavy goods vehicle (HGV), particularly a tail lift of a HGV. However, the system of the first aspect may also be configured to test materials handling equipment of a wide variety of other commercial and non-commercial vehicles, such as cars, fork lift trucks, ambulances, refuse disposal vehicles, passenger vehicles, buses, coaches, light commercial vehicles, rigid commercial vehicles, vans, agricultural vehicles, construction vehicles, mobile cranes etc. The system may comprise a load cell that is configured to measure the downward force applied to the materials handling equipment. The downward force measured with the load cell may be used as a feedback to control the loading mechanism such that the loading mechanism simulates a desired weight. The load cell may be a strain gauge load cell, particularly in those embodiments where the loading mechanism is configured to simulate a weight by applying a tension force such that the tension can be directly measured. Alternatively, the load cell may be a compression type load cell, particularly in those embodiments where the loading mechanism is configured to simulate a weight by applying a compression force. The system may comprise a plurality of such load cells.

The system may comprise a frame. The frame may be configured to be anchored by the vehicle underneath the materials handling equipment and to provide a resistant force to the downward force applied to the materials handling -10 -equipment. The frame may be configured to be anchored by a chassis of the vehicle. The resistant force may be equal in magnitude and opposite in direction to the downward force applied to the materials handling equipment. Thus the anchored frame may provide sufficient counter balance to the loading mechanism when it is simulating a weight by applying a downward force to the materials handling equipment.

The frame may additionally or alternatively be configured to be anchored by a service vehicle, in particular by a chassis or tow bar of the service vehicle. The frame may be adjustable for accordance with the dimensions of the materials handling equipment, the vehicle and/or the service vehicle.

The frame may be connected to the loading mechanism.

The frame may be connected to the engagement member, the tension member and/or the compression member.

The loading mechanism may be connected to/ positioned within/ positioned on the frame, the service vehicle and/or the materials handling equipment (e.g. a platform of the materials handling equipment).

The loading mechanism may be a mechanical device, such as a winch, or an electromechanical device, for instance an electric winch. The winch or electric winch may be fitted to a (the) service vehicle.

The loading mechanism may comprise or be a pneumatic element, for instance an airbag or a pneumatic cylinder. The pneumatic element may be configured to simulate a weight upon pressurisation (i.e. inflation) of the pneumatic element. The pneumatic element may be configured to simulate a weight upon depressurisation (i.e. deflation) of the pneumatic element The pneumatic element may be inflated/deflated by controlling the supply of air thereto with a regulator. The regulator may alter the supply of air to the pneumatic element to simulate the desired weight.

The regulator may be an electronic device. Where the system comprises load cell(s), the electronic regulator may be in communication with the load cell(s). The simulated weight (downward force) measured by the load cell(s) may be communicated to the regulator. The regulator may alter the supply of air to the pneumatic device (and thus alter the simulated weight) in response to the simulated weight measured by the load cell(s). Thus the load cell(s) and the regulator may act as part of a feedback loop to ensure better and more constant control of the downward force applied to the materials handling equipment.

The loading mechanism may be configured to match the degree and rate of ascent/descent of the materials handling equipment such that the loading mechanism can simulate a weight as a downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is ascending and/or descending.

The ability for the loading mechanism to match the degree and rate of ascent/decent of the materials handling equipment may also allow for the materials handling equipment to be tested in a range of different raised and/or lowered conditions Where the loading mechanism comprises a pneumatic element, by controlling the degree of pressurisation (inflation) and depressurisation (deflation) of the pneumatic element, the loading mechanism may be controlled so as to match the degree and rate of ascent/descent of the materials handling equipment.

The loading mechanism may comprise a pivotally supported load arm. The load arm may be configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment upon rotation of the load arm about its pivot. The degree of rotation of the load arm may be configured to match the degree and rate of ascent and/or descent of the materials handling equipment.

The load arm may be configured to apply a tension force to the engagement member, optionally via a tension member as described above, upon rotation of the load arm about its pivot, which in turn may apply downward force to the materials handling equipment to thereby simulate a weight. This may be whilst the materials handling equipment is in a raised condition. Thus the rotation of the load arm may be configured to pull down on the materials handling equipment from below, optionally whilst the materials handling equipment is in a raised condition. Additionally, or alternatively, the load arm may be configured to apply a compression force to the engagement member, optionally via a compression member as described above, upon rotation of the load arm about its pivot, which in turn may apply a downward force to the materials handling equipment to thereby simulate a weight. This may be whilst the materials handling equipment is in a lowered condition. Thus the rotation of the load arm may be configured to push down on the materials handling equipment from above, optionally whilst the materials handling equipment is in a lowered condition.

-12 -Thus, the system comprising a pivotally supported load arm may be configured for testing the materials handling equipment in a raised condition via a tension force, and may be configured for testing the materials handling equipment in a lowered condition via a compression force.

Where the loading mechanism comprises a pivotally supported load arm as above, the loading mechanism may additionally comprise an air bag. The airbag may, upon inflation, rotate the load arm about its pivot to thereby simulate a weight by applying a downward force through the engagement member and to the materials handling equipment.

According to a second aspect of the invention, there is provided a method of testing a materials handling equipment of a vehicle, the method comprising: simulating a weight to thereby apply a downward force to the materials handling equipment; and determining a response of the materials handling equipment to the downward force applied thereto; wherein the step of simulating a weight is carried out whilst the materials handling equipment is ascending and/or descending such that the materials handling equipment is tested in a dynamic condition.

The method of the second aspect provides many of the advantages that the system of the first aspect does. In particular, the method of the second aspect provides advantages in terms of mobility since it does not rely on a large load that is cumbersome to transport, but rather relies on the simulation of weight for testing.

The method of the second aspect as described above and as defined further below in any of the optional succeeding statements may be carried out using the system of the first aspect as detailed in any of the preceding statements.

In embodiments of the method that make use of the system of the first aspect, the method of the second aspect may comprise the step of deploying the system of the first aspect, optionally from a service vehicle, into a testing position prior to the step of simulating a weight. This may comprise the steps of anchoring a frame of the system below the vehicle and/or a service vehicle. In such embodiments the method may further comprise removing the system of the first aspect from the testing position and storing the system in a service vehicle after the steps of the method set out above.

In the method of the second aspect, the step of simulating a weight may additionally be carried out whilst the materials handling equipment is stationary such that that materials handling equipment is also tested in a static condition.

-13 -The step of simulating a weight may comprise applying a tension force to a tension member and transmitting that tension force to the materials handling equipment as the downward force. The step of applying a tension force to the tension member and transmitting that tension force to the materials handling equipment as the downward force may occur whilst the materials handling equipment is in a raised condition.

The step of simulating a weight may additionally or alternatively comprise applying a compression force to a compression member and transmitting that compression force to the materials handling equipment as the downward force. The step of applying a compression force to the compression member and transmitting that compression force to the materials handling equipment as the downward force may occur whilst the materials handling equipment is in a lowered condition.

The step of simulating a weight may comprise simulating a constant weight to thereby apply a constant downward force to the materials handling equipment whilst the materials handling equipment is ascending and/or descending, and optionally stationary.

The downward force applied to the materials handling equipment may be equal to a load capacity of the materials handling equipment. Alternatively, the downward force applied to the materials handling equipment may be greater than or less than a load capacity of the materials handling equipment.

The method of the second aspect may comprise the step of raising the materials handling equipment into a raised condition prior to the step of simulating a weight. Thus, the materials handling equipment may be tested in a raised condition.

The method of the second aspect may comprise the step of lowering the materials handling equipment into a lowered condition prior to the step of simulating a weight. Thus, the materials handling equipment may be tested in a lowered condition. This method of testing the materials handling equipment in a lowered condition may happen before, after, or alternatively to the method of testing the materials handling equipment in a raised condition as described above.

The method of the second aspect may be a method of testing a tail lift of a vehicle.

The method of the second aspect may be a method of testing a materials handling equipment of a HGV, optionally a tail lift of a HGV.

-14 -The application of a tension force to a materials handling equipment for testing of the materials handling equipment as discussed above is considered to be independently patentable in its own right. Therefore, in accordance with a third aspect of the invention there is provided a method of testing a materials handling equipment of a vehicle, the method comprising: applying a tension force to a tension member and transmitting that tension force to the materials handling equipment as a downward force; and determining a response of the materials handling equipment to the downward force applied thereto.

In a fourth aspect of the invention, there is also provided a system for testing a materials handling equipment of a vehicle, the system comprising: an engagement member configured to engage the materials handling equipment; a tension member connected to the engagement member; and a loading device connected to the tension member and configured to apply a tension force to the tension member that results in a transmission of a downward force through the engagement member and to the materials handling equipment.

The third and fourth aspects of the invention may optionally utilise any of those features and/or method steps set out above in relation to the first and second aspects of the invention which relate to, or are compatible with, embodiments that rely on the application of a tension force.

Certain embodiments of the present disclosure will now be described, by way of example only, and with reference to the accompanying drawings in which: Figure 1 is a schematic representation of a system for testing a materials handling equipment of a vehicle in accordance with an embodiment of the invention being used to test a tail lift of a HGV; Figure 2 is an enlarged schematic view of a first end of the system as depicted in Figure 1; Figure 3 is a schematic representation of a system for testing a materials handling equipment of a vehicle in accordance with an alternative embodiment of the invention; Figure 4 is a schematic representation of a first arrangement of a system for testing a materials handling equipment of a vehicle in accordance with a further alternative embodiment of the invention; Figure 5 depicts a second arrangement of the system for testing a materials handling equipment according to the further alternative embodiment in a first position; and -15 -Figure 6 depicts the second arrangement of the system according to the further alternative embodiment in a second position.

Figure 1 depicts a system 101 for testing a materials handling equipment of a vehicle. The system 101 includes a frame 103 comprising a beam portion 109, an upwardly extending portion 105 extending from a first end of the beam portion 109, and a connection means 111 at a second end of the beam portion 109. Connected atop the upwardly extending portion 105 is a horizontal member 107 that is substantially perpendicular to both the beam portion 109 and the upwardly extending portion 105 as is better demonstrated in Figure 2.

The frame 103 is configured to be positioned below a materials handling equipment of a vehicle, which in the depicted embodiment is a tail lift 203 of a HGV 201. The horizontal member 107 atop the upwardly extending portion 105 is configured to engage with an underside of a chassis 205 of the HGV 201. Specifically, as shown in Figure 2, a topside of the horizontal member 107 is configured to engage with an underside of a first chassis rail 205a and a second chassis rail 205b of a trailer of the HGV 201. The connection means 111 is configured to connect to a tow bar of a service vehicle 301.

The system 101 further comprises a tension member in the form of a wire strand rope 113. The rope 113 passes around a pulley 115 attached to the beam portion 109, and is attached at a first end to a piston of a pneumatic cylinder (not shown) positioned and rigidly fixed within the service vehicle 301. The stroke of the piston of the pneumatic cylinder is configured to maintain the rope 113 under tension as a platform 207 of the tail lift 203 is raised and/or lowered as will be described in more detail below. A second end of the rope 113 is attached to a strain gauge load cell 117, which is configured to measure a strain (or tension) applied through the rope 113. The load cell 117 is in turn connected to a strap 119, the strap 119 being configured to attach to and engage with the platform 207 of the tail lift 203.

Prior to testing of the tail lift 203, the system 101 used for testing the tail lift 203 may be stored within the service vehicle 301. When it is desired to test the tail lift 203, the platform 207 of the tail lift 203 is raised/lowered into a desired position, for instance a fully raised condition at a bed level of the HGV 201 as shown in Figure 1. Once the platform 207 has been positioned as desired, the frame 103 of the system 101 is deployed from the service vehicle 301 and placed beneath the platform 207 such that the horizontal member 107 is positioned beneath the chassis -16 - 205 as shown in Figure 2, whilst the beam portion 109 is positioned substantially below the platform 207. Positioning the frame 103 in this manner may or may not require the HGV 1 to be driven into a desired position after the frame 103 has been deployed. The connection means 211 is then connected to a tow bar of the service vehicle 301. The engagement of the connection means 211 with the tow bar, and the engagement of the horizontal member 107 with the chassis 205 of HGV 201 rigidly anchors the frame 103 in place such that movement of the frame 103, particularly upward movement of the frame 103, is prevented by the weight of the HGV 201 and the weight of the service vehicle 301.

Once the frame 103 has been anchored in place, the strap 119, attached to the rope 113, is placed over the platform 207 to provide an engagement between the platform 207 and the system 101. The strap 119 is engaged over an entire width of the platform 207 so as to spread the loads to be applied to the platform 207 across its area.

Subsequent to attachment of the strap 119 to the platform 207, the rope 113 is brought into tension by the stroke of the piston of the pneumatic cylinder (not shown) whilst the platform 207 is maintained in a constant position. As will be appreciated, the desired amount of stroke and thus tension applied to the rope 113 may be controlled by regulating a supply of air to the piston of the pneumatic cylinder. Control of the supply of air is achieved via a regulator (not shown).

The tension applied to the rope 113 by the pneumatic cylinder is converted from a substantially horizontal force to a substantially downward force in view of the connection of the rope 113 around the pulley 115, with the anchored frame 103 providing sufficient downward resistance to the pulley to allow for said conversion.

The tension of the rope 113 applies a simulated weight as a downward force to the platform 207 of the tail lift 203 by virtue of the connection of the rope 113 with the platform 207 via the strap 119. The magnitude of the tension in the rope 113, and thus the downward force applied to the platform 207 can be measured by the strain gauge load cell 117 and the supply of air to the pneumatic cylinder can be controlled accordingly such that the desired downward force (i.e. simulated loading) is applied to the platform 207.

Once the desired downward force (i.e. simulated weight) has been applied to the platform 207 of the tail lift 203 (e.g. the weight to which the materials handling equipment is rated), the relevant testing may be carried out on the tail lift 203. For instance, a test requiring a stationary condition of the tail lift 203, e.g. a creep test of -17 -the tail lift 203, may be carried out. In an exemplary creep test, simulated loading of the platform by virtue of the tension in the rope 113 may be applied to the platform 207 for a set period of time (e.g. 15 minutes) whilst the platform 207 of the tail lift 203 is maintained in a desired position (e.g. a fully raised position). Any downward movement of the platform 207 during this period of time can then be observed and measured to determine whether the tail lift 203 adheres to the necessary creep parameters or not.

After application of the simulated weight as the downward force to the platform, it is also possible to carry out dynamic testing of the tail lift 203 using the system 101, for instance load speed testing of the tail lift 203. Dynamic testing of the tail lift 203 is achievable due to the stroke of the piston of the pneumatic cylinder being able to match the movement of the platform 207. By matching the degree and rate of ascent/descent of the platform 207 with the degree and rate of the stroke of the piston, the rope 113 can be maintained under a constant tension force and thus the downward force applied to the platform 207 by the rope 113 may also be maintained as constant whilst the platform 207 is moved. Therefore, dynamic testing (e.g. load speed testing) can be achieved given that the system 101 allows for a constant simulated weight to be applied to the platform 207 of the tail lift 203 throughout its range of motion.

Once the relevant testing of the tail lift 203 has been completed, the tension in rope 113 may be released such that the simulation of weight ceases. The strap 119 may then be disconnected from the platform 207 and the connection means 111 may also be disconnected from the tow bar of the service vehicle 301. The frame 103 may then be removed from underneath the tail lift 203 and stored back within the service vehicle such that the system 101 may be transported for further testing procedures.

Figure 3 shows an alternative embodiment of a system 1001 for testing a materials handling equipment of a vehicle, specifically a tail lift 203 of a HGV 201. Many of the features of the HGV 201, the service vehicle 301 and the system 1001 directly correspond to features of the HGV 201, the service vehicle 301 and the system 101 as described above and as depicted in Figures 1 and 2. These corresponding features have thus been denoted with the same reference numbers in Figure 3, and a detailed description of these features will not be repeated here.

The system 1001 of Figure 3 differs from the system 101 of Figures 1 and 2 in the manner in which the system 1001 produces a tension force in order to apply -18 -a downward force to the platform 207. The system 1001 does not produce a tension force via a rope 113 that attaches to an underside of the platform 207. Instead, the system 1001 produces tension and thus a downward force on the platform 207 via a first strap 119a and a second strap 119b attached to a pneumatic cylinder 121. The pneumatic cylinder 121comprises a piston 123 and is configured to be positioned on top of the platform 207. A first end of each of the first and second straps 119a, 119b attaches to the pneumatic cylinder 121 whilst positioned on top of the platform 207. A second end of each of the straps 119a, 119b is configured to attach to the beam portion 109 of the frame 103 whilst the frame 103 is anchored beneath the HGV 201 and the service vehicle 301.

When it is desired to carry out testing of the tail lift 203 using system 1001, the frame 103 is deployed as described above in relation to Figure 1, and the pneumatic cylinder 121 is positioned on top of the platform 207. The pneumatic cylinder 121 is arranged such that the piston 123 supports the pneumatic cylinder 121 on the platform 207. A spreader plate 125 is positioned between an underside of the piston 123 and a topside of the platform 207. Thus loads transferred to the platform 207 via the pneumatic cylinder 121 are spread across the area of the platform 207 by the spreader plate 125.

After the pneumatic cylinder is positioned on the platform 207, the straps 119a, 119b are brought under tension and thus act as tension members, holding the necessary tension force in order to apply a downward force on the platform 207 and thus a simulated loading of the platform 207. The straps 119a, 119b are brought into tension by controlling the supply of air to the pneumatic cylinder 121 such that the piston 123 is forced outwardly from the cylinder 121, whilst at the same time keeping the platform 207 in a constant vertical position. The tension in the straps 119a, 119b may be measured either by strain gauge load cells included on each of the straps 119a, 119b that are similar in arrangement and functionality to the strain gauge load cell 117 of Figure 2. Alternatively, the downward force (i.e. simulated weight) applied to the platform that is caused by the tension in the straps 119a, 119b may be measured directly with a load cell positioned between the piston 123 and the platform 207. Once the straps 119a, 119b are at the desired tension such that the desired downward force (i.e. simulated weight) is applied to the platform 207 as determined from the load cell(s), additional supply of air to the pneumatic cylinder 121 is ceased so as to maintain the necessary downward force -19 -on the platform 207. Once the desired, simulated weight has been applied to the platform 207, necessary testing of the tail lift 203 can be commenced.

As was the case for system 101 described above, in addition to static testing the system 1001 is also capable of carrying out dynamic testing of the tail lift 203, and is also capable of testing the tail lift 203 whilst the platform is at a variety of different heights. This is, as for the system 101, achieved by the stroke of the piston 123 of pneumatic cylinder 121 being able to match both the degree and rate of ascent/descent of the platform 207, thus enabling the tension in the straps 119a, 119b to be maintained regardless of the position or movement of platform 207.

After the air supply has been controlled to the pneumatic cylinder 121 in order to achieve the desired loading of the platform 207 whilst the platform 207 is in a constant vertical position, air supply to the pneumatic cylinder 121 may further be regulated when the platform 207 is ascended/descended such that the stroke of the piston 123 matches the position and rate of ascent/descent of the platform 207 in order to maintain a constant downward force (i.e. simulated weight) on the platform 207 throughout the various dynamic testing routines that need to be carried out. In matching the stroke of the piston 123 with the rate and degree of ascent/descent of the platform 207, the body of the pneumatic cylinder 121 and the position at which the straps 119a, 119b attach to the pneumatic cylinder 121 are maintained at a constant vertical position during movement of the platform 207.

After testing of the tail lift 203 has been carried out, tension in the straps 119a, 119b can be released by releasing the air pressure in pneumatic cylinder 121. The simulation of weight on the platform 207 is thus ceased. The pneumatic cylinder 121 can then be removed from the platform 207 and stored back within the service vehicle 301, along with the frame 103 and straps 119a, 119b. The system 1001 can then thus be transported by the service vehicle 301 as necessary for further testing procedures of different materials handling equipment.

Figure 4 shows a further alternative embodiment of a system 10001 for testing a materials handling equipment of a vehicle, specifically a tail lift 203 of a HGV, the HGV being omitted from Figure 4. Specifically, Figure 4 shows the system 10001 in a first arrangement, the system also being capable of being placed into a second arrangement as will be described below in relation to Figures 5 and 6. The first arrangement of the system 10001 is configured for testing the tail lift in a raised condition, for instance at, or at close to, a fully raised position of the platform 207.

Many of the features of the system 10001 and the tail lift 203 shown in Figure 4 -20 -directly correspond to features of systems 101, 1001 and the tail lifts 203 as described above and as depicted in Figures 1-3. These corresponding features have thus been denoted with the same reference numbers in Figure 4, and a detailed description of these features will not be repeated here.

The system 10001 in the first arrangement is of broadly similar functionality to the system 101 described above in relation to Figures 1 and 2. The system 10001 in the first arrangement differs from the system 101 however in that it does not comprise a pulley 115 round which the rope 113 passes, or a pneumatic cylinder attached to the end of the rope 113 in order to apply a tension force thereto. Instead the rope 113 is attached to a first end 127a of a load arm 127, which is supported by a second upwardly extending portion 129 of the frame 103 and is pivoted thereon such that the load arm 127 and second upwardly extending portion 129 form a lever. A second end 127b of the load arm 127 extends from an opposite side of the second upwardly extending portion 129 to the first end 127a, such that the load arm 127 and second upwardly extending portion 129 form a seesaw' type lever arrangement.

Positioned and connected beneath the second end 127b of the load arm 127 and above the frame 103 is an air bag 131. The airbag 131 in Figure 4 is shown in a depressurised, contracted state; however, as shown in phantom in Figure 4, upon pressurisation of the air bag 131, the air bag 131 is configured to inflate in a substantially upward direction, in a direction away from the anchored frame 103.

The airbag 131 is connected to a regulator via a supply line (neither of which are shown), the regulator being configured to control the supply of air to the air bag 131 via the supply line to thereby inflate/deflate the airbag 131.

The air bag 131 upon inflation in a substantially upward direction between the anchored frame 103 and the load arm 127 is configured to force the second end 127b of the load arm in an upward direction, and consequently to force the first end 127a of the load arm 127 in a downward direction.

Commencement of testing of the tail lift 203 using system 10001 in the first arrangement begins with raising and/or lowering the platform 207 into the initial desired testing position, which as mentioned above is a raised position (e.g. at, or at close to, a fully raised position). The frame 103 is deployed from the service vehicle (not shown) and anchored in place underneath the tail lift 203 by the HGV -21 - (not shown) and service vehicle (not shown) in a manner similar to that described above in relation to Figures 1-3.

Prior to anchoring the frame 103 underneath the HGV and the service vehicle, the dimensions of the frame 103 can be adjusted according to the size of the HGV, the service vehicle and the tail lift 203. Adjustment of the dimensions of the frame 103 is achieved by adjusting the heights of the upwardly extending portion 105 and the connection means 111, and the length of the beam portion 109. Each of the upwardly extending portion 105, the connections means 111 and the beam portion 109 comprise a hollow outer member 105a, 109a, 111a and a slidable inner member 105b, 109b, 111b positioned within each respective hollow outer member 105a, 109a, 111a. Each of the hollow outer members 105a, 109a, 111a and slidable inner members 105b, 109b, 111b comprise througholes configured to receive a pin.

To adjust the height of the upwardly extending portion 105, the height of the connection means 111, and/or the length of the beam portion 109, one or more of the slidable inner members 105b, 109b, 111b can be slid to a desired position within their respective hollow outer members 105a, 109a, 111a, such that at least one of the througholes in each of the slidable inner members 105b, 109b, 111b is aligned with at least one throughole in each of the corresponding hollow outer member 105a, 109a, 111a. When the inner members 105b, 109b, 111b are slid to their desired positions within the hollow outer members 105a, 109a, 111a, a pin is inserted through each aligned pair of througholes in order to lock in place the height of the upwardly extending portion 105, the height of the connection means 111, and the length of the beam portion 109.

After the frame 103 has been adjusted accordingly and anchored in place, the strap 119 is attached to the platform 207. A rubber buffer 133 is placed between the platform 207 and the strap 119 to prevent damage to the platform 207 during testing. Once the strap 119 has been attached to the platform 207, the simulated weight as the downward force can be applied to the platform 207 by bringing the rope 113 connected to the platform via the strain gauge load cell 117 under tension. The tension in the rope 113 is achieved by inflating the air bag 131 by controlling the supply of air thereto via the regulator and the supply line.

Upon inflation of the air bag 131, the second end 127b of the load arm 127 is lifted in an upward direction (as shown in phantom), which consequently causes the first end 127a of the load arm 127 to move in a downward direction (also shown -22 -in phantom), thus tensioning the rope 113. The amount of tension in the rope 113 is measured by the strain gauge load cell 117, which equates to the downward force (i.e. simulated weight) applied to the platform 207. The level of inflation of the air bag 131 can be controlled by the regulator in order to apply the desired level of tension to rope 113 as measured by the strain gauge load cell. Thus, the desired level of downward force (i.e. simulated weight) can be applied to the platform 207 that is required for testing purposes. The relevant testing may then be carried out on the tail lift 203.

The system 10001 in the first arrangement allows for static and dynamic testing (e.g. load speed testing) to be carried out on the tail lift 203 in, and at a variety of, raised conditions, e.g. at, or at close to, a fully raised position of the tail lift 203. Dynamic testing of the tail lift 203 at raised conditions is achieved in view of the fact that the expansion/contraction of the air bag 131 can be controlled by the regulator in order to match the descent/ascent of the platform 207 as it is raised/lowered through a range of raised conditions.

After the desired simulated weight has been applied to the platform 207 by virtue of tension in the rope 113, the platform 207 may be lowered or raised through raised conditions in order to carry out the required dynamic testing of the tail lift 203 at said raised conditions. In response to the lowering or raising of the platform 207, the air bag 131 is either inflated or deflated correspondingly by the regulator so as to lower or raise the first end 127a of load arm 127 at a rate and degree that matches the descent of the platform. This ensures that a constant tension, and thus the constant desired downward force (i.e. simulated load) is applied to the platform 207 as it is moved through a variety of raised positions regardless of the position of the platform 207.

After testing of the tail lift 203 at raised conditions has been completed, the strap 119 may be detached from the platform 207. If it is only desired to carry out testing of the tail 203 in raised conditions then, in a similar manner to described above in relation to systems 101 and 1001, the system 10001 may be stored within a service vehicle and can be transported for testing of further materials handling equipment. The adjustability of the frame 103 of the system 10001 as described above allows for the frame 103 to be compacted to a greater degree prior to storing the frame in the service vehicle. This is achieved by removing the pins from each pair of aligned througholes and sliding each inner member 105b, 109b, 111b into a -23 -fully retracted position within each of the respective hollow outer members 105a, 109a, 111a.

Alternatively, after testing the tail lift at raised conditions and before the system 10001 is transported away for further testing, it may be additionally desired to test the tail lift 203 at lowered conditions. The system 10001 in the first arrangement is limited to testing the tail lift 203 whilst in raised conditions given that the degree of inflation/deflation of the airbag 131 and the degree of rotation of the load arm 127 are limited, and cannot fully match the degree of movement of the platform 207 of the tail lift 203 as it moves to lowered conditions. Therefore, in order to test the tail lift 203 in lowered conditions, the system 10001 is placed into a second arrangement. The second arrangement of the system 10001 is depicted in Figures 5 and 6.

The system 10001 in the second arrangement shares many of the same structural features as the system 10001 in the first arrangement and thus a detailed description of these features will not be repeated here. Where the second arrangement of the system 10001 differs to the first arrangement is that the rope 113, the strain gauge load cell 117, the strap 119 and the rubber buffer 133 are removed from the system, and are replaced by a spreader plate 137 and a load cell 139. The spreader plate is connected to an underside of the first end 127a of the load arm 127, with the load cell 139 positioned therebetween.

Between testing of the tail lift 203 in raised conditions and in lowered conditions the system 10001 is removed from an underside of the tail lift 203. The rope 113, the strain gauge load cell 117, the strap 119 and the rubber buffer 133 are then detached from the system 10001, and the spreader plate 137 and the load cell 139 are connected to the underside of the first end 127a of the load arm 127.

The platform 207 of the tail lift 203 is then lowered to a position that allows for the spreader plate 137, connected to the underside of the load arm 127, to be positioned on top of the platform 207 whilst simultaneously allowing for the frame 103 to be positioned below the platform 207 such that the frame 103 can be anchored in place by the HGV and the service vehicle.

Once the platform 207 has been positioned as such, the system 10001 is moved into a testing position such that the frame 103 is anchored below the HGV and the service vehicle, and the spreader plate 137 is positioned on top of the platform 207 as depicted in Figure 5. Once in this position, the system 10001 is -24 -capable of testing the tail lift 203 in lowered conditions, for example at close to a fully lowered position.

Testing of the tail lift in the lowered conditions commences by supplying air to the air bag 131 from the regulator via the supply line 135. This supply of air causes the air bag 131 to inflate in a substantially upward direction, which in turn forces the second end 127b of the load arm up and, consequently, the first arm of the load arm 127a down. The downward movement of the first end 127a of the load arm applies a compression force through the load cell 139, the spreader plate 137 and to the platform 207 as a downward force to thereby simulate the application of weight on the platform 207. The magnitude of the simulated weight applied to the platform 207 can be controlled by altering the compression force applied thereto via controlling the inflation of the air bag 131. This is achieved by measuring the compression force via the load cell 139, which is output to a user via a meter 141 (see Figure 6), and altering the supply of air from the regulator to the air bag 131 accordingly.

Once the desired simulated weight has been applied to the platform 207 by the system 10001 in the second arrangement, testing of the tail lift 203 can then commence.

It will be appreciated that the system 10001 in the second arrangement is configured for testing the tail lift 203 in lowered conditions. This is because the limitations in the inflation/deflation of the air bag 131 and the limitations in the degree of movement of the load arm 127 are overcome since, in the second arrangement, the system 10001 applies a compression force from a topside of the platform 207. It will be noted however, that whilst the system 10001 in the second arrangement is configured for testing the tail lift 203 in lowered conditions, it is unsuited for testing the tail lift in raised conditions due to the limitations of the airbag 131 and the degree of movement of the load arm 127. The system 10001 in the second arrangement is also limited by the dimensions of the frame 103 from testing the tail lift 103 at its lowest positions (e.g. floor height).

The system 10001 in the second arrangement allows for static and dynamic testing (e.g. load speed testing) to be carried out on the tail lift 203 in, and at a variety of, lowered conditions, e.g. at close to a fully lowered position of the tail lift 203. Dynamic testing of the tail lift 203 at lowered conditions is achieved in view of the fact that the expansion/contraction of the air bag 131 can be controlled by the -25 -regulator in order to match the descent/ascent of the platform 207 as it is raised/lowered through a range of lowered conditions.

After the desired simulated weight has been applied to the platform 207 by virtue of compression through the spreader plate 137, the platform 207 may be lowered or raised through lowered conditions in order to carry out the required dynamic testing of the tail lift 203 at said lowered conditions. In response to the lowering or raising of the platform 207, the air bag 131 is either inflated or deflated correspondingly by controlling the supply of air thereto with the regulator based on the readout of the load cell 139. This in turn lowers or raises the first end 127a of load arm 127 at a rate and degree that matches the ascent/descent of the platform, which ensures that a constant compression force, and thus the constant desired downward force (i.e. simulated load) is applied to the platform 207 as it is moved through a variety of lowered positions regardless of the position of the platform 207.

Once testing of the tail lift 203 in lowered conditions has been completed, the system 10001 may be removed from a testing position and stored within the service vehicle such that it can be transported for further testing procedures.

The testing procedure of the tail lift 203 using the system 10001 described above is described as occurring sequentially, whereby the tail lift 203 is tested in raised conditions with the system 10001 in the first arrangement and subsequently in lowered conditions with the system 10001 in the second arrangement. This sequence however is not required, and the testing of the tail lift 203 in lowered conditions with the system in the second arrangement may be carried out before, or as an alternative, to the testing of the tail lift in raised conditions using the first arrangement of the system 10001.

Claims (25)

1. -26 -Claims: 1 A system for testing a materials handling equipment of a vehicle, the system comprising: an engagement member configured to engage the materials handling equipment; and a loading mechanism connected to the engagement member, the loading mechanism being configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is ascending and/or descending such that that materials handling equipment can be tested in a dynamic condition.
2. 2. A system as claimed in claim 1, wherein the loading mechanism is additionally configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is stationary such that that materials handling equipment can additionally be tested in a static condition.
3. 3. A system as claimed in claim 1 or claim 2, wherein the system is configured for testing the materials handling equipment in a raised condition.
4. 4. A system as claimed in any preceding claim, wherein the system is configured for testing the materials handling equipment in a lowered condition.
5. 5. A system as claimed in any preceding claim, wherein the loading mechanism is configured to simulate a constant weight by applying a constant downward force through the engagement member and to the materials handling equipment whilst the materials handling equipment is ascending and/or descending, and optionally stationary.
6. 6. A system as claimed in any preceding claim, wherein the loading mechanism is configured to apply a tension force to the engagement member to thereby simulate a weight.
7. -27 - 7. A system as claimed in any preceding claim, wherein the loading mechanism is configured to apply a compression force to the engagement member to thereby simulate a weight.
8. 8. A system as claimed in any preceding claim comprising a frame, the frame being configured to be anchored by the vehicle underneath the materials handling equipment and to provide a resistant force to the downward force applied to the materials handling equipment.
9. 9. A system as claimed in claim 8, wherein the dimensions of the frame are adjustable for accordance with the dimensions of the materials handling equipment and/or the vehicle.
10. 10. A system as claimed in any preceding claim, wherein the loading mechanism comprises a pivotally supported load arm, and wherein the load arm is configured to simulate a weight by applying a downward force through the engagement member and to the materials handling equipment upon rotation of the load arm about its pivot.
11. 11 A system as claimed in claim 10, wherein the loading mechanism comprises an air bag, and wherein the airbag is, upon inflation, configured to rotate the load arm about its pivot to thereby simulate a weight by applying a downward force through the engagement member and to the materials handling equipment.
12. 12. A system as claimed in any preceding claim, wherein the materials handling equipment is a tail lift.
13. 13. A system as claimed in any preceding claim, wherein the vehicle is a heavy goods vehicle (HGV).
14. 14. A method of testing a materials handling equipment of a vehicle, the method comprising: simulating a weight to thereby apply a downward force to the materials handling equipment; and -28 -determining a response of the materials handling equipment to the downward force applied thereto; wherein the step of simulating a weight is carried out whilst the materials handling equipment is ascending and/or descending such that the materials handling equipment is tested in a dynamic condition.
15. 15. A method as claimed in claim 14, wherein the step of simulating a weight is additionally carried out whilst the materials handling equipment is stationary such that that materials handling equipment is also tested in a static condition.
16. 16. A method as claimed in any of claims 14 or 15, wherein the step of simulating a weight comprises applying a tension force to a tension member and transmitting that tension force to the materials handling equipment as the downward force.
17. 17. A method as claimed in claim 16, wherein the step of applying a tension force to the tension member and transmitting that tension force to the materials handling equipment as the downward force occurs whilst the materials handling equipment is in a raised condition.
18. 18. A method as claimed in any of claims 16 or 17, wherein the step of simulating a weight additionally or alternatively comprises applying a compression force to a compression member and transmitting that compression force to the materials handling equipment as the downward force.
19. 19. A method as claimed in claim 18, wherein the step of applying a compression force to the compression member and transmitting that compression force to the materials handling equipment as the downward force occurs whilst the materials handling equipment is in a lowered condition.
20. 20. A method as claimed in any of claims 14 to 19, wherein the step of simulating a weight comprises simulating a constant weight to thereby apply a constant downward force to the materials handling equipment whilst the -29 -materials handling equipment is ascending and/or descending, and optionally stationary.
21. 21. A method as claimed in any of claims 14 to 20, comprising the step of raising the materials handling equipment into a raised condition prior to the step of simulating a weight.
22. 22. A method as claimed in any of claims 14 to 20, comprising the step of lowering the materials handling equipment into a lowered condition prior to the step of simulating a weight.
23. 23. A method as claimed in claim 22 that is carried out before or after the method as claimed in claim 21.
24. 24. A method of testing a materials handling equipment of a vehicle, the method comprising: applying a tension force to a tension member and transmitting that tension force to the materials handling equipment as a downward force; and determining a response of the materials handling equipment to the downward force applied thereto.
25. 25. A system for testing a materials handling equipment of a vehicle, the system comprising: an engagement member configured to engage the materials handling equipment; a tension member connected to the engagement member; and a loading device connected to the tension member and configured to apply a tension force to the tension member that results in a transmission of a downward force through the engagement member and to the materials handling equipment.