WO1990000481A1

WO1990000481A1 - Container transfer system

Info

Publication number: WO1990000481A1
Application number: PCT/AU1988/000237
Authority: WO
Inventors: Harry W. Johnson
Original assignee: Toljet Pty Limited
Priority date: 1988-01-06
Filing date: 1988-07-05
Publication date: 1990-01-25

Abstract

A container transfer system (1) for the transfer of a container (3) from a transfer vehicle (4) to a companion vehicle (2). The system (1) has at least two transfer assemblies (11) provided in spaced apart relationship. Each transfer assembly (11) comprises a first channel (12) provided on the transfer vehicle (4) and a second channel (27) provided on the companion vehicle (2). A transfer carriage (23) is adapted to move between vehicles (4, 2) in the channels (12, 27) after alignment thereof by a power means (15). The alignment and transfer procedures are preferably enacted automatically by a computer means (24). The transfer carriage (23) is preferably provided with a plurality of flexibly connected rollers circulating around a support plate.

Description

CONTAINER TRANSFER SYSTEM

The present invention relates to the transfer of containerised loads to and from vehicles, and, in particular, to a container transfer system which allows low forces to be used in the transfer process, which allows convenient maintenance of alignment of the road transport vehicle with receiving vehicles or platforms, and, which allows the transfer process to be controlled from within the driver's cab of the road transport vehicle.

A significant portion of the expense associated with transfer of freight containers between road vehicles, railway wagons and/or docks, is related to the amount of time prior to and/or during the loading/unloading procedure.

One way to reduce this time, is for the vehicles and/or docks to incorporate facilities for transferring the containers between the vehicles and/or docks.

Such facilities can reduce the time spent at freight origins and destinations by transferring containers to the dock or to the ground for later pickup. Several such container transfer vehicles are presently known, however all suffer various combinations of the following disadvantages:-

Severe reduction in the load carrying capacity of the vehicle due to the mass of the container transfer mechanisms;

Need for operating clearance at the end of the container;

Need for substantial operating clearance between the transfer vehicle and a railway wagon;

Need for substantial vertical operating clearance;

The vehicle cannot be operated in the fashion of a normal container transport vehicle;

A transfer vehicle cost many times that of a standard container transport vehicle;

The vehicle requires the operator to vacate t. driving cab in order to operate the transfer vehicle, thus causing weather conditions to interfere with the transfer process;

Need for non-standard container design;

Need for oiled or greased transfer surfaces; and

High maintenance costs.

The present invention seeks to obviate the above-mentioned disadvantages.

In addition, the present invention seeks to provide a system able to move containers within storage and production, areas without the requirement for specialised lifting devices by using transfer carriages which are inherent in the system and which may remain attached to the containers between transits.

The present invention seeks to provide a system which allows the rapid lateral transfer of containerised loads between a first load carrying deck (such as, a road transport vehicle) (hereafter called the "container transfer vehicle") and another raised load carrying deck (such as, a railway wagon, a loading dock, or the like) (referred to hereafter as the "companion vehicle or deck") without the need of human assistance other than the operator of the container transfer vehicle, and, in a preferred embodiment of the invention, to effect the transfer without need for the operator to leave the cab of the container transfer vehicle.

The present invention also seeks to modify the design of otherwise conventional container transport vehicles, such that, the convenient transfer of containers to a companion vehicle or deck is possible, and also, such that, when modified container transport vehicles are not utilising the special features of the present invention, they may be utilised as conventional container transport vehicles.

The present invention further seeks to provide a system which utilises readily available components, thus minimising maintenance expense. The present invention also seeks to provide a container transfer system which complies with the standardisation that has been achieved in container design through the International Standards Organisation.

The present invention also seeks to provide a container transfer system which minimises the forces required to transfer containers, and, consequently, minimises the size and mass of the equipment and maximises the on-road carrying capacity of the transfer vehicle.

In one broad form, the present invention provides a container transfer system for the transfer of a container from a first deck to a second deck, said system having at least two transfer assemblies provided in spaced apart relationship on said decks, each of said transfer assemblies comprising: a first guide and support channel provided on said first deck; a second guide and support channel provided on said second deck; a transfer carriage adapted to slidably engage said first and second channels for movement therebetween; alignment means to substantially align the longitudinal axes of said first and second channels in substantially end abuting relationship; and, power means to move said transfer carriage from said first channel to said second channel after alignment thereof by said alignment means.

In a further broad form, the present invention provides a method of transferring a container from a first deck to a second deck, comprising the steps of: approximately aligning said first deck adjacent to said second deck such that the longitudinal axes of said channels are provided in substantially the same vertical plane; operating said alignment means to provide each of said first and second channels in substantial axial alignment; and, operating said power means to move said transfer carriage between said channels.

The present invention will become more fully understood from the following detailed description of a preferred embodiment thereof; in which:

Fig. 1 illustrates a perspective view of a container transfer system in accordance with the present invention;

Fig. 2 shows a perspective view of part of the transfer assembly installed on the chassis of the transfer vehicle;

Fig. 3 shows a perspective view of part of the transfer assembly installed on the chassis of the companion vehicle;

Fig. 4 illustrates a vertical section through a typical support and guide channel as indicated by line 4 - 4 of Fig. 3, showing details of the anti-jamming roller means;

Fig. 5 is a perspective view of the transfer carriage which is used to convey the container between the transfer vehicle and the companion vehicle;

Fig. 6 details a sectional view of a transfer carriage, showing details of the container attaching means and the rolling means of the carriage;

Fig. 7 shows a perspective view of the bridging and docking means which connects the container transfer vehicle with the companion vehicle during the transfer process; and.

Fig. 8 illustrates a vertical sectional view through the bridging and docking means of Fig. 7.

In Fig. 1, is shown a perspective view of a container transfer system 1. The figure illustrates a container transfer vehicle 4, a companion vehicle 2 (in this case, a railway wagon) and the container being transferred therebetween. A pair of transfer assemblies 11, one at the forward end and one at the rear end of the chassis 8 of the trailer 5 of the transfer vehicle 4, provide support for the container 3 during the transfer process. Preferably, the chassis 8 is supported by air suspension means 10.

In Fig. 2, is detailed a first part 11 transfer assembly, which is mounted on the transfer vehicle 4. The transfer assembly comprises a guide and support channel 12 mounted by brackets 13, an alignment assembly

14, a transfer power means consisting of a reciprocating power means 15 and a positioning means 16, a bridging and docking means 17 (also shown in Figs. 7 and 8), a parallelism adjusting means 16, a level detecting means 19 and a lateral restraining means 20.

Shown in Fig. 3, is the second part of the transfer assembly, having a guide and support channel 27, an - alignment reflector 21, a docking socket 22 and a lateral restraining means 20. The second part of the transfer assembly is affixed to the companion vehicle.

In Fig. 4, is detailed a cross-sectional view of the guide and support channel 27, showing, in particular, the adjustable support plates 46 supported by a plurality of rollers 47 between a pair of centreing means 48.

The transfer carriage which is adapted to move within the channel 12 of Fig. 2 and the channel 27 of Fig. 4, is shown in Fig. 5. The transfer carriage 23 basically comprises a distance bar 39 provided with a load transfer cage 38 at either end thereof. The load transfer cages 38 have a rolling means 37 on the underside thereof, and, a container attaching means 41 on the upper surface thereof. A plurality of engagement slots 43 are provided along the side of the transfer carriage for engagement by a pawl 44 of the power means

15, for movement of the transfer carriage 23 between each of the channels 12 and 27.

A sectional view of the load transfer cage 38 is detailed in Fig. 6. As shown, each load transfer cage 38 j is provided with a rolling means, shown as being comprised of a flexibly connected rollers circulating around a support plate. The container attaching means 41 is preferably constructed in accordance with the International Standards Organisation (ISO) guidelines such that the transfer carriage 23 can be connected to conventional containers.

In Fig. 7 is illustrated a bridging and docking means 17, comprising a docking bar 30 and a docking socket 22, which are adapted to be engaged. The upper surface of the docking bar 30 is provided with a tapered surface thereon which is adapted to engage a matching upper surface in the docking socket 22, for securement therebetween.

In Fig. 8, is illustrated the bridging and docking means 17 in engaged attitude, showing the connection between the docking bar 30 and the docking socket 22.

The operation of the container transfer system of the present invention will now be described in detail with reference to each of the above-mentioned figures.

On arrival at the railway yard the computer-based supervising and directing means 24 is activated and the detachable transfer trailer 5 and tractor 4 are driven alongside the railway wagon 2 such that the longitudinal axes of the detachable transfer trailer 5 and of the railway wagon 2 are approximately parallel.

A digital computer-based supervising and directing means 24 is located in the cab of tractor 4 (Fig. 1), and directs the activity of air suspension means 10, reciprocating power means 15, and bridging and docking means 17, according to electric signals from the alignment assemblies 14 and level detection means 19, as well as according to commands entered directly through computer input means located in the cab of the tractor 4.

As the alignment assembly 14 on the forward end of the detachable transfer trailer 5 and the alignment reflector 21 on the forward end of the railway wagon 2 approach direct opposition, electromagnetic or mechanical waves emitted from the array of transducers 25 in the alignment assembly 14 are reflected by the longitudinal alignment surface 26 of the alignment reflector 21, and return to be recognised by the transducer. Preferably, ultrasonic waves are utilised for this purpose. Electric signals from the transducers 25 are processed by the computer-based supervising and directing means 24 to accurately establish both the longitudinal relationship between the guide and support channels 12 and 27 on the detachable transfer trailer 5 and on the railway wagon 2, and the distance between designated surfaces of the alignment assembly 14 and the alignment reflector 21.

When the detachable transfer trailer 5 has been positioned such that the vehicle operator has detected the approximately correct longitudinal alignment by signals from the computer-based supervising and directing means 24, the operator initiates a procedure through the computer-based supervising and directing means 24 for detecting the distance between designated surfaces of the alignment assembly 14 and the alignment reflector 21 at both the forward and rear ends of the two vehicles. If the distance between the designated surfaces at either end of the vehicles is greater than a pre-determined value, the detachable transfer trailer 5 is repositioned closer to the railway wagon 2, and the herebefore described longitudinal alignment process is repeated. When the distances are within designated tolerances, the computer-based supervising and directing means 24 initiates a procedure to horizontally align the forward and rear guide and support channels 12 and 27. The computer-based supervising and directing means will allow the transfer process to proceed further only when this tolerance is met.

The computer-based supervising and directing means 24 actuates pressurising valves and depressurising valves which bypass the normal height adjusting means for the air suspension means 10. As the array of ultrasonic transducers 25 and the horizontal alignment surface 28 of the alignment reflector 21 approach direct opposition, ultrasonic waves emitted from the array of ultrasonic transducers 25 in the alignment assembly 14 are reflected by the horizontal alignment surface 28 of the alignment reflector 21 and return to be recognised by the transducer. Electric signals from the transducers 25 are processed by the computer-based supervising and directing means 24 to assess changes in horizontal alignment, and to actuate the bypass pressurising valves and depressurising valves which adjust the air suspension means 10, until a designated degree of horizontal alignment is achieved. The foregoing horizontal alignment process is carried out for both the forward and rear ends of the detachable transfer trailer 5 under programmed control using the computer-based supervising and directing means 24.

On completion of the horizontal alignment process, final longitudinal alignment of the guide and support channel 12 on the detachable transfer trailer 5 and the guide and support channel 27 on the railway wagon 2 is effected. through interaction between the computer-based supervising and directing means 24 and bridging and docking means 17, there being one bridging and docking means 17 associated with each transfer assembly 11 of the detachable transfer trailer 5. The bridging and docking means 17 is installed in a docking bar chamber 29 of each transfer assembly 11 and below the guide and support channel 12 of the detachable transfer trailer 5. Each bridging and docking means 17 consists principally of a docking bar 30, a docking power means 31 and two docking lock means 32.

On command from the computer-based supervising and directing means 24, the docking power means 31, comprising a hydraulic piston and associated hydraulic fluid controls, is actuated to propel the docking bar 30 a fixed distance and into the docking socket 22 located on the guide and support channel 27 of the railway wagon 2. Whilst the majority of the length of the docking bar 30 has a width to allow a close lateral clearance fit in both the docking socket 22 and the docking bar chamber 29, the leading end of the docking bar 30 is tapered to accommodate any small longitudinal misalignment between the guide and support channel 12 and 27 of the detachable transfer trailer 5 and the railway wagon 2. During the travel of the docking bar 30 any such longitudinal misalignment is corrected by the docking bar 30 exerting a force on the walls of the docking' socket 22 and, in reaction, a force on the side walls of the docking bar chamber 29. These forces result in movement of either the detachable transfer trailer 5 or the railway wagon 2, or, of both, to complete the longitudinal alignment of the detachable transfer trailer 5 and the railway wagon 2. After the docking bar 30 has been propelled for the predetermined fixed distance, on command from the computer-based supervising and directing means 24 each docking lock power means 33 is actuated to propel a serrated docking lock means through apertures 34 in the base of the docking bar chamber 29 and the docking socket 22. Provision is made for the docking lock power means 33 to be actuated during the entire transfer of the container since these are relied upon to support the weight of the container at several stages in the container transfer cycle. Actuation of the docking lock power means 33 also raises the bridging surface 35 of the docking bar 30 such that it aligns with the channel support surfaces 36. To allow for the variable distance between the detachable transfer trailer 5 and the railway wagon 2, the bridging surface 35 and the end of the channel support surfaces 36 of the railway wagon 2 have matching tapered forms to ensure that there is adequate bearing surface for the transfer carriage 23 at all times during the transfer process.

During the process of docking, the tapered end of the docking bar 30 is also used to actuate spring-loaded lateral restraining means 20 which operates in conjunction with the guide and support channels 12 on the detachable transfer wagon 2 to provide a means of restraining lateral movement of the container 3 on the vehicles .

The level detection means 19 is capable of adjustment to detect true level, as well as designated out-of-level values either side of true level of the guide and support channel 12. In preparation to transfer a container from the railway wagon 2 to the detachable transfer trailer 5 the level detection means would be set to detect a designated attitude of the transfer assembly 11 slightly downwards from the railway wagon 2, whilst in preparation to transfer the container from the detachable transfer trailer 5 to the railway wagon 2 the level detection means would be set to detect a designated attitude of the transfer assembly 11 slightly upwards from the container railway wagon 2.

On completion of the longitudinal alignment process and the locking together of the detachable transfer trailer 5 and railway wagon 2, the levelness of the transfer assemblies 11 is adjusted to a designated value via interaction of the level detection means 19, the computer-based supervising and directing means 24 and those of the pressurising valves and depressurising valves which control the air suspension means 10 of that side of the container transfer vehicle 1 furthest from the railway wagon 2.

After achieving the desired horizontal attitude (levelness) of the transfer assemblies 11, compensation for out-of-parallel relationship between the detachable transfer trailer 5 and the container 3 is effected. *

In conjunction with signals from both the forward and rear mounted alignment assemblies 14, the computer-based supervising and directing means 24 selects which of the alignment assemblies 14 is furthest from the railway wagon 2. On command from the computer-based supervising and directing means 24 the parallelism adjusting means 18 of the alignment assemblies 14 so selected is actuated to propel the reciprocating power _ means 15 and the alignment assembly 14 (which are mounted on a common base) , towards the railway wagon 2 until the selected alignment assembly 14 is at the same distance from the railway wagon 2 as the alignment assembly 14 at the other end. The transfer of the container 3 now begins under the control of the computer-based supervising and directing means 24.

The container 3 is transferred to or from the detachable transfer trailer 5 on a pair of transfer carriages 23 in conjunction with the bridging and docking means 17 and the guide and support channels 12 and 27. The following description is of the process of transferring a container from the railway wagon 2 to the detachable transfer trailer 5. Transfer of a container from the detachable trailer 5 to the railway wagon 2 is essentially a reversal of the process described.

Each transfer carriage 23 comprises a pair of rolling means 37, each housed in a load transfer cage 38 located at each end of the transfer carriage 23, joined by a distance bar 39. Each load transfer cage 38 is also provided with a container attaching means 41. The preferred container attaching means 41 is of the retractable "twist lock" type which locks the container to the load transfer cage 38 through the rotation of spindle 42 and which may be fully retracted vertically downwards through the load transfer cage 38. The load transfer cage 38 and the distance bar 39 are provided with engagement slots 43 which are used to connect the reciprocating power means 15 with the transfer carriage 23 during the container transfer process.

Under the control of the computer-based supervising and directing means 24, which causes the following actions to occur to each transfer assembly 11 in unison, the reciprocating power means 15 is positioned by energising the reciprocating power positioning means 16 such that pawl 44 attached to the reciprocating power means 15 will clear the load transfer cage 38 when the reciprocating power means 15 is in its fully extended position. The computer-based supervising and directing means 24 actuates controls to fully extend the reciprocating power means 15, to engage the pawl 44 with one of the engagement slots 43 by de-energising the reciprocating power positioning means 16 and energising the reciprocating power means 15 to return same to its retracted position, thus causing the transfer carriage 23 to be drawn onto the detachable transfer trailer 5 via the guide and support channel 12 on the detachable transfer trailer 5 and the guide and support channel 2 on the railway wagon 2. The transfer means remains in this configuration until correction for out-of-parallel relationship between the detachable transfer trailer 5 and the railway wagon 2 is undertaken.

On command from the computer-based supervising and directing means 24, the parallelism adjusting means 18 of the alignment assembly 14 previously selected for out-of-parallel compensation, is actuated to retract the reciprocating power means 15 and the alignment assembly 14 to their home position. During this action the container 3 and the transfer carriage 23 are rotated slightly so that they have an orientation parallel to the guide and support channel 12 of the detachable transfer trailer 5.

This correction for out-of-parallel utilises features of the guide and support channels 12 and 27 designed to effectively eliminate potential significant jamming forces between the transfer carriage 23 and the guide and support channels 12 and 27 during this correction and other segments of the transfer process.

Details of the anti-jamming means are shown in Fig. 3 and Fig. 4. Adjustable support plates 46 are in turn supported by a plurality of adjustment rollers 47, and, are restrained from lateral movement by centreing means 48. The dimension of the adjustable support plates 46 in the direction of the length of guide and support channel 12 is approximately that of the length of the rolling means 37 (Fig. 6), such that, as the transfer carriage 23 traverses the adjustable support plates 46, any force developed between lateral guide means 49 (Figs 5 and 6) on the transfer carriage 23 and the upper surface of the guide and support channel 12 is dissipated by movement of the adjustable support plates 46 on the adjustment

¥ rollers 47 and against the token resistance of the compressible centreing means 48. As the rolling means 37 passes from each adjustable support plate 46, the plate is returned to a central position relative to the guide and support channel 12 by the action of the centreing means 48.

As well as effectively minimising jamming forces, the anti-jamming features of the guide and support channels 12 and 27 also permit a close distance tolerance to be maintained between the lateral guide means 49 on the transfer carriage and the guide and support channels 12 and 27, thus reducing the amount of potential damage to those elements of the invention that would be in jeopardy through shock longitudinal forces being applied to the container or the vehicles on which it is being conveyed.

On completion of the out-of-parallel compensation process, transfer of the container continues using repeated reciprocations of the reciprocating power means 15 and reciprocating power positioning means 16, as herebefore described.

During the remaining transfer of the container the computer-based supervising and directing means 24 maintains surveillance over the horizontal attitude of the detachable transfer trailer 5 through the level detection means 19 and adjusts the bypass pressurising and depressurising controls on the air suspension means 10 to maintain the designated horizontal attitude.

When the container 3 is fully transferred to the detachable transfer trailer 5, the pawl 44 remains engaged with the transfer carriage 23 until the docking bar 30 is returned to its home position under the control of the computer-based supervising and directing means 24, and until the lateral restraining means 20 on both the detachable transfer trailer 5 and the railway wagon 2 are returned to their locked position.

The foregoing description is of preferred embodiment of the invention. It should be understood that numerous variations and modifications may be made thereto, which should be considered to be within the scope of the invention. Such variations and modifications may include those described hereinafter:

The transfer vehicle ^"need not be confined to tractor-trailer devices. For lighter loads to be transported by road a rigid body truck might be employed, and, for factory and warehouse use, special purpose chassis might be employed.

The invention may be used for any size of container and with a variety of methods of connecting the container to the transfer carriage. The retractable "twist lock" method of attachment has been described because of its compatability with the fittings of ISO containers which are the most likely containers to be used with this invention because of the ability to leave a protrusion-free surface on the top of the transfer carriage if the need arises to remove the carriage while the container is in situ.

The description of the preferred embodiment is based on a vehicle with transfer facilities on one side of the vehicle only. Transfer facilities could equally as well be provided for both sides of a vehicle to provide greater flexibility of operation.

The companion vehicle or deck does not necessarily have to be fitted with guide channels. However, certain vehicles such as railway vehicles and road vehicles would need channels for safety reasons. Docks need only be fitted with alignment reflectors and be provided with suitably hard and smooth surfaces on which the transfer carriages might roll.

Air suspension of the container transfer vehicle, while being preferred because of its ready adaptability to the concept of the invention and its ability to achieve lowest heights for the guide channels, is not mandatory. Jacks extending downwards from the transfer vehicle could also be employed. A combination of air suspension or spring suspension and jacks is another possibility. The air suspension means as herein described may be either constructed as separate entities or be integral with the conventional suspension means of the vehicle.

Where air suspension is used on the transfer vehicle, an alternative air operated means of alignment detection and control might be employed. Such a control system could be based on an air pressure control switch which would be directly connected to the conduits which supply or exhaust air from the air suspension system. The control switch would be part of an assembly which moves parallel to the guide channels of the transfer vehicle in a manner similar to that described for movement of the alignment assembly 14 in the preferred embodiment. After longitudinal alignment of the decks, the air control valve assembly would be moved towards a specially shaped concave alignment surface adjacent to the guide channels on the other vehicle or deck. A pivoted arm, attached to the switch, would come into contact with the alignment surface and would be forced upwards or downwards according to the relative vertical alignment of the vehicles. This movement would actuate the control switch to direct air either from or to the air suspension system according to needs. The control switch would also include means, based on variable orifices and air pressure, which would detect differences in the distances between each end of the transfer vehicle and the corresponding end of the other vehicle or deck. These means would incorporate controlling connections to the parallelism adjusting means 18 described in the preferred embodiment.

The invention has been described for operation transversely of the transfer vehicle. With provision of longitudinal channels to the transfer vehicle and appropriate siting of mechanisms, longitudinal transfer of containers could be achieved using the invention. A combination of transverse and longitudinal operations

¥ could also be accommodated, but with a need to manually relocate the transfer carriages from one direction of operation to the other while the container is on the vehicle. Special devices would be used to sustain the weight of the container while the container securing devices are being retracted and the carriages are being relocated to operate in the other direction.

While the final steps of the longitudinal alignment of the transfer vehicle and the other vehicle or deck have been described as automatic there is no reason why, with high operator skill, the vehicles could be brought into satisfactory longitudinal alignment by the operator alone.

The docking bar chamber has been described as located below the guide channels. With suitable design modifications to other components, these chambers could be located beside the guide channels, but with some mass penalty to achieve the structural strength represented by the configuration described.

The major power source for operation of the invention has been described as hydraulic because of its perceived benefit in terms of weight and compactness. However, the power source could just as well be pneumatic or mechanical in nature without departing from the essential character of the invention.

The invention has been described with computer assisted supervision and direction because of the operating time benefits and the built-in component protection that such a system offers. However, the invention would be capable of manual operation in cases of computer failure, and a wholly manual version might be used where capital cost considerations override any operating time considerations.

Such a computer assisted supervision and direction means may be altered as required for different container transfer systems. The system may range from being totally manually operated to being totally computer controlled. For example, in the alignment procedure, the operator may simply supply the transfer vehicle near the companion vehicle, and allow the computer system to adjust the position of the transfer assemblies in terms of distance from the companion vehicle, vertical elevation with respect to the companion vehicle, and, end-to-end alignment of the channels of the transfer assemblies. Alternatively, in the interests of minimising the costs of the computer means, the computer may perform only the alignment of the vertical elevation of the transfer vehicle and the companion vehicle, leaving the end-to-end alignment of the channels and the distance between same to firstly be approximated by the operator and then adjusted by the docking means.

In the adjustment procedure, the computer may be programmed in a number of different ways. For instance, the computer may be programmed to firstly finalise the elevational alignment, then ensure that the transfer assemblies are level then carry out the alignment of the channels in end-to-end relationship, that is, in separate procedures. Alternatively, the computer may carry out an iterative procedure wherein each of the steps are executed simultaneously in a loop format.

Whilst the invention has been described operating on a vehicle transporting one container only, it can also be installed on multiple container vehicles.

While particular embodiments of this invention have been described, it will be evident to those skilled in the art that the present invention may be embodied in other specific forms without departing from the essential characteristics thereof. The present embodiments and examples are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.

Claims

THE CLAIMS :

1. A container transfer system for the transfer of a container from a first deck to a second deck, said system having at least two transfer assemblies provided in spaced apart relationship on said decks, each of said transfer assemblies comprising: a first guide and support channel provided on said first deck; a second guide and support channel provided on said second deck; a transfer carriage adapted to slidably engage said first and second channels for movement therebetween; alignment means to substantially align the longitudinal axes of said first and second channels in substantially end abuting relationship; and power means to move said transfer carriage from said first channel to said second channel after alignment thereof by said alignment means.

2. A container transfer system as claimed in claim 1, further comprising a computer based supervising and directing means to automatically control the operation of said alignment means and said power means during alignment and transfer of said transfer carriage.

3. A container transfer system as claimed in claims 1 or 2 wherein said alignment means comprises an arm connected adjacent said first channel which is adapted to extend and engage a shaped cutout provided adjacent said second channel, said arm having position detection means provided thereon to determine and correct any difference in the vertical elevation of each of said channels.

4. A container transfer system as claimed in claim 2 or 3, wherein said transfer carriage is provided with at least two rolling means thereon, each of said rolling means being comprised of a plurality of flexibly connected rollers circulating around a support plate, adapted to slidably support said transfer carriage in said first and second channels.

5. A container transfer system as claimed in claims 2, 3 or 4 wherein said alignment means comprises a transceiver positioned adjacent said first channel and a reflector positioned adjacent said second channel, and adjusting means to adjust the position of said channels, such that, electromagnetic or mechanical waves transmitted from said transceiver may be reflected by said reflector and returned to said transceiver for processing by said computer means, said computer means consequently controlling said adjusting means to longitudinally align each of said channels.

6. A container transfer system as claimed in claim 5, wherein said waves are within the ultrasonic frequency range.

7. A container transfer system as claimed in claims 5 or 6, wherein said adjusting means comprises vertical adjustment pistons adapted to alter the elevation of said transfer assemblies in response to said computer means.

8. A container transfer system as claimed in claim 7, wherein said vertical adjustment pistons are formed from the air suspension means of a vehicle, said air suspension means being adapted to vertically adjust the elevation of said transfer assemblies in response to said computer means.

9. A container transfer system as claimed in any one of claims 5 to 8, wherein said adjusting means comprises vertical, transverse and longitudinally positioned pistons, or^" the like, relative to the longitudinal axis of said first channel for three dimensional movement of said first channel in response to said computer means.

10. A container transfer system as claimed in any one of claims 1 to 9, wherein said alignment means further comprises a level detection device to determine the levelness of said transfer assemblies.

11. A container transfer system as claimed in claim 10 wherein said level detection device supplies a signal indicative of the levelness of said transfer assemblies to said computer means to control the level of said transfer assemblies.

12. A container transfer system as claimed in any one of claims 2 to 11, said alignment means further having a securement means, said securement means comprising a docking bar chamber located adjacent said first channel, a docking socket located adjacent said second channel, and a docking bar provided within said docking bar chamber, such that, after adjustment by said adjusting means, said docking bar is forcibly protruded from said docking bar chamber into said docking socket for securement therebetween during the transfer of said container.

13. A container transfer system as claimed in any one of claims 1 to 12, wherein said docking bar is provided with a tapered extrusion thereon adapted to engage a correspondingly tapered slot in said docking socket.

14. A container transfer system as claimed in any one of claims 2 to 12, wherein said docking bar is driven by a docking power means controlled by said computer means.

15. A container transfer system as claimed in any one of claims 2 to 14, wherein said docking bar is provided with a docking lock means at either end thereof, each of said docking lock means have a pawl which is adapted to be protracted from within said docking bar into an aperture provided in a base portion of each of said docking bar chamber and said docking socket.

16. A container transfer system as claimed in claim 15 wherein said dock locking means is driven by said computer means.

17. A container transfer system as claimed in any one of claims 12 to 16, wherein each of said channels is provided with a restraining meansj therein adapted to engage said transfer carriage to prevent movement thereof

18. A container transfer system as claimed in claim 17, wherein said restraining means is driven by said computer means.

19. A container transfer system as claimed in any one of claims 2 to 18 wherein said pover means is comprised of a piston arrangement, one end of said piston being affixed to said first channel, a second end of said piston being provided with pawl adapted to engage an engagement slot provided on said transfer carriage, such that, upon movement of said piston controlled by said computer means, said transfer carriage may be moved within each of said channels.

20. A container transfer system as claimed in any one of claims 1 to 19, wherein said transfer carriage is provided with container attachment means for releasable securement of said transfer carriage to said container.

21. A container transfer system as claimed in claims 19 or 20, wherein said transfer carriage is provided with a plurality of said engagement slots disposed in spaced relationship therealong.

22. A container transfer system as claimed in any one of claims 1 to 21, wherein said channels are provided with anti-jamming means therein to compensate for any misalignment of each of said channels as said transfer carriage is moved therebetween.

23. A container transfer system as claimed in claim 22, wherein said anti-jamming means is comprised of a support plate supported by a plurality of rollers and having a centreing means provided along the edges thereof, wherein, transverse movement of said transfer carriage is allowed as the latter is moved within said channels to compensate for misalignment of said channels, and upon withdrawal of said transfer carriage, said centreing means returns said support plate to a substantially central position.

24. A method of transferring a container from a first deck to a second deck utilising the apparatus as claimed in claim 1, comprising the steps of: approximately aligning said first deck adjacent to said second deck such that the longitudinal axes of said channels are provided in substantially the same vertical plane; operating said alignment means to provide each of said first and second channels in substantial axial alignment; operating said power means to move said transfer carriage between said channels.

25. A method of transferring a container from a first deck to a second deck utilising the apparatus as claimed in claim 2, comprising the steps of: approximately aligning said first deck adjacent to said second deck such that the longitudinal axes of said channels are provided in substantially the same vertical plane; activating said computing means to automatically, firstly operate said alignment means to provide each of said first and second channels in substantial axial alignment, and, secondly operate said power means to move said transfer carriage between said channels.

26. A container transfer system, substantially as herein described with reference to the accompanying drawings.

27. A method of transferring a container, substantially as herein described.