WO2001070599A1

WO2001070599A1 - Container frame

Info

Publication number: WO2001070599A1
Application number: PCT/FI2001/000287
Authority: WO
Inventors: Leif-Göran NYBACK; Reijo Juhani Raisio
Original assignee: Multilift Oy
Priority date: 2000-03-23
Filing date: 2001-03-22
Publication date: 2001-09-27
Also published as: AU5043401A; FI20000680A0

Abstract

The object of the invention is a container frame (13) for loading shipping containers (5) onto, and unloading them off, a vehicle (9) by using the loading device (10) of the vehicle (9). The container frame (13) comprises a horizontal frame (1), a vertical frame (2), locking pins (7a, 7b, and 7c), and an attachment point (4). The container frame (13) is attached to the shipping container (5) by locking the locking pins (7a, 7b, and 7c) to the locking points (6a, 6b, and 6c) of the shipping container (5). When loading the combination of the container frame (13) and the shipping container (5), the hook (12) of the hook device (10) is attached to the attachment point (4) and the hook device (10) draws the container frame (13) and the shipping container (5) onto the vehicle (9). Empty container frames (13) can be loaded on top of one another for transportation and storage.

Description

Container frame

The invention relates to a container frame according to the preamble of Claim 1 for loading shipping containers onto, and unloading them off, vehicles by using the loading device of the vehicle.

One of the most common ways of transporting goods is to use shipping containers according to the ISO standards. The shipping container is made of metal, it is 20 feet long and 8 feet high, and comprises attachment points for lifting the container and locking it in place both on the upper and lower surfaces. These shipping containers are used in transport both by land and by sea. In transporting the snipping containers by land, road transport vehicles or similar vehicles are often used, their loading space being provided with necessary fasteners for firmly securing the shipping container to the vehicle for transport. For loading the shipping containers onto vehicles provided with such fasteners, stationary or movable cranes in harbours and freight centres are normally used.

However, stationary or movable cranes are not always available for unloading the shipping container off the vehicle. Such a situation may occur, for example, in smaller freight terminals or when the shipping container remains by the receiver of the goods. Shipping containers are also often used for intermediate storage in places where there is no equipment needed for unloading the shipping container off the vehicle, e.g., when the army uses the shipping containers for transportation and storage in off-road conditions.

To make it easier to load the shipping containers onto, or off, the vehicle withou separate loading equipment, various methods have been developed. The shipping container can be converted so that it can be loaded or unloaded by using the loading equipment of the vehicle. Such loading equipment can comprise, for example, equipment intended for loading and unloading transport platforms, such as hook exchange pallet equipment.

One previously known way to convert the shipping container to be loaded or unloaded by using the loading system of the vehicle is to attach the shipping container to a conventional open exchange pallet frame, whereby the shipping container can be loaded onto the vehicle by using the hook device mentioned above. Such an open exchange pallet frame is designed to alone bear all loading caused by the freight; therefore, its structure has been rendered strong enough. Because of the strong structure, the weight of the exchange pallet frame is big and, when being loaded onto the vehicle with the shipping container, the maximum admissible overall height of the vehicle in many countries is exceeded.

The CHU method is another previously known way to convert the shipping container so that it can be loaded or unloaded by the hook equipment. In the CHU method, a separate lifting frame having an attachment point for the hook device is attached to the front wall of the shipping container by locking it to the attachment points at the corners of the container. No separate frame part is installed under the container. When the shipping container is loaded onto the vehicle, the hook device supports the container by the lifting frame attached to the container. One disadvantage of the CHU method is that fixed or detachable accessories must be used with it. Because there is no frame installed under the container, the rollers normally belonging to the exchange pallet equipment of the vehicle cannot be used when drawing the shipping container onto the vehicle; therefore, a special set of back rollers must be installed at the rear end of the vehicle, supporting the shipping container.

To load the shipping container onto the vehicle, the Top Lift method is also known, wherein a separate articulated cross girder is attached to the upper part of the vehicle hook device frame. When the shipping container is loaded onto the vehicle, the frame of the hook device is stretched in the longitudinal direction, and the cross girder is attached by locking it to the attachment points at the upper corners of the container front wall, whereby the hook device supports the container at the upper edge of its front wall. The Top Lift method has the same disadvantages as the CHU method. Because of the lack of the frame installed under the container, separate sets of special rollers must be installed at the rear end of the vehicle, as in the CHU method.

The purpose of this invention is to provide a new container frame that does not have the disadvantages mentioned above.

To this purpose, the container frame according to the invention is characterized in that which is presented in Claim 1.

The preferred embodiments of the invention are characterized in that which is presented in the dependent claims.

The container frame according to the invention uses the bearing capacity of the shipping container, whereby the container frame can be rendered lighter in structure than the exchange pallet frames previously known. Its structure is lower than the conventional open exchange pallet frames used earlier, whereby the overall height of the vehicle loaded with the shipping container is less than four meters. Because of its light structure and shallowness, the container frame according to the invention is also lighter-weight and more economic to manufacture than the conventional exchange pallet frames.

When using the container frame according to the invention, no changes need to be made in the hook equipment of the vehicle, nor must separate accessories, such as sets of special back rollers, be installed in the vehicle for loading.

Furthermore, the container frame according to the invention can be made in accordance with the national standards of exchange pallets in various countries, so that when the container frame is used, the shipping container can be converted so that it can be transported by the exchange pallet system of the country in question, and no changes must be made in the hook devices or vehicles.

In the following, the invention is described with the aid of examples and with reference to the appended drawings, wherein

Fig. 1 is a side view of the container frame according to a preferred embodiment of the invention, and a shipping container fitted on top of it,

Fig. 2 is a side view of the container frame according to the preferred embodiment of the invention,

Fig. 3 shows the container frames according to the preferred embodiment of the invention fitted on top of one another for transportation,

Fig. 4 is a side view of the container frame according to a second preferred embodiment of the invention and the shipping container fitted on top of it, and

Fig. 5 shows the loading of the container frame according to the second preferred embodiment of the invention onto a vehicle by using the loading equipment of the vehicle.

Fig. 1 shows a container frame 13 according to the preferred embodiment of the invention, comprising a horizontal frame 1, a vertical frame 2, a shaft 3, an attachment point 4, a shipping container 5, and locking points 6a, 6b, and 6c. The container frame 13 according to the preferred embodiment of the invention shown in Fig. 2 comprises a horizontal frame 1, a vertical frame 2, a shaft 3, an attachment point 4, and locking pins 7a, 7b, and 7c.

The container frame 13 according to the preferred embodiment of the invention shown in Fig. 3 comprises a horizontal frame 1, a vertical frame 2, a shaft 3, an attachment point 4, locking pins 7a, 7b, and 7c, as well as a diagonal strut 8.

The container frame 13 according to the second preferred embodiment of the invention shown in Fig. 4 comprises a horizontal frame 1, a vertical frame 2, a shaft 3, an attachment point 4, a shipping container 5, locking points 6a, 6b, and 6c, as well as back rollers 14.

The container frame 13 according to the second preferred embodiment of the invention and a vehicle 9 shown in Fig. 5 comprise a horizontal frame 1, a vertical frame 2, an attachment point 4, the vehicle 9, a hook device 10, the rollers 11 of loading equipment, the hook 12 of the hook device, .and back rollers 14.

The opportunity to render the container frame according to the invention light- structured is based on the fact that the horizontal frame of the container frame leans on the bottom of the shipping container. When loading the container frame and the shipping container onto the vehicle, the weight of the shipping container transmitted to the roller of the vehicle loading device causes a loading on the horizontal frame, which, without the additional firmness provided by the bottom of the shipping container, would bend the light-structured container frame. Because of the additional firmness provided by the bottom of the shipping container, the beams of the horizontal frame of the container frame according to the invention can be 120mm low.

The vertical frame can also be rendered light-structured for the corresponding reason. When the container frame is lifted by the hook device, the hook of the hook device causes stress on the vertical frame. When the vertical frame is attached to the shipping container, however, it does not bend forward but remains in the correct position in spite of the stress.

When using the container frame 13 according to the preferred embodiment of the invention for transporting the shipping containers 5 by the vehicle 9 provided with a loading device of its own, the loading of the shipping container 5 onto the empty container frame 13 is started by placing the container frame 13 on the ground within the action radius of a crane or similar loading device. The vertical frame 2 located in the front end of the light-weight container frame 13 is locked in the vertical position by using a locking device that is located in connection with the junction between the horizontal frame 1 and the vertical frame 2 and the shaft 3.

When the vertical frame 2 is in the vertical position, the crane or similar loading device lowers the shipping container 5 onto the container frame 13 so that the locking pins 7a and 7b in the lower part of the horizontal frame 1 of the container frame 13 fit in the locking points 6a and 6b located at the lower corners of the shipping container 5. When more operating space is needed for the crane to lower the shipping container 5 onto the container frame 13, the vertical frame 2 of the container frame 13 can be bent slightly forward in relation to the horizontal frame 1 before starting the loading, and locked in place with the locking device.

After the shipping container 5 has been fitted onto the container frame 13, the locking device is unlocked, the vertical frame 2 is turned to the vertical position and the locking pins 7c at the upper end of the vertical frame 2 are attached to the locking points 6c at the upper corners of the front end of the shipping container 5. The shipping container 5 is locked to the container frame 13 by turning the locking pins 7a, 7b, and 7c, which together with the locking points 6a, 6b, and 6c form a lock of the twist lock type. After the container frame 13 has been locked to the shipping container 5, the shipping container 5 supports the structure of the container frame 13 so that the container frame 13 bears the loading carried out by using the hook device 10 of the vehicle 9.

When the container frame 13 is loaded onto the vehicle 9, the hook device 10 is lowered into its lower position, and the hook 12 of the hook device 10 is attached to the attachment point 4 located in the vertical frame 2 of the container frame 13. The hook device 10 lifts the container frame 13, which slides onto the vehicle 9, supported by the rollers 11 at the rear end of the loading equipment of the vehicle 9. When the container frame 13 is in the vehicle 9, it is locked to the vehicle 9 and the hook device 10 in the corresponding way as the conventional exchange pallets are locked.

When using the container frame 13 according to the second preferred embodiment of the invention for transporting the shipping containers 5 by the vehicle 9 that is provided with a loading device of its own, the hook device 10 can be used to push the container frame 13 from the vehicle 9 to a trailer, whereby several shipping containers 5 can be transported simultaneously. The hook device 10 lifts the rear end of the container frame 13 on top of the front end of the trailer and supports the front end of the container frame 13. The container frame 13 moves onto the trailer with the back rollers 14 located at the back end of the container frame 13 supporting the weight of the container frame 13 and the shipping container 5 and sliding along the upper surface of the trailer. The direct orientation of the container frame 13 in the trailer is ensured with the aid of longitudinal guide rails. When the container frame is sufficiently far in the trailer, the hook device 10 lowers the front end of the container frame 13 and the container frame 13 can be locked to the trailer for the time of transportation.

Correspondingly, the container frame 13 according to the preferred embodiment of the invention, which has no back rollers 14, can be loaded onto the trailer, if the trailer is provided with a slide that moves in the longitudinal direction. The hook device lowers the rear end of the container frame 13 on top of the slide and supports the front end of the container frame 13. The container frame 13 moves onto the trailer with the slide supporting the weight of the container frame 13 and the shipping container 5 and sliding backwards. When the container frame 13 is far enough on the trailer, the hook device 10 lowers the front end of the container frame 13 and the container frame 13 can be locked to the trailer for the time of transportation.

By using the container frame 13 according to the second preferred embodiment of the invention it is possible to transfer the shipping containers 5 overland without loading the container frame 13 and the shipping container 5 onto the vehicle 9. The hook device 10 lifts the front end of the container frame 13 slightly above the ground, while the back rollers 14 located at the rear end of the container frame 13 support the container frame 13 and the shipping container 5. The container frame 13 slides on the back rollers 14 and can be moved like a semi-trailer by the vehicle 9.

Empty container frames 13 can be transported in bundles to wait for the loading of the shipping containers 5 in a harbour. When empty container frames 13 are transported in bundles, the vertical frame 2 of the lowest container frame 13 is locked in the vertical position by the diagonal strut 8. The diagonal strut 8 is so firm that it enables the handling of empty container frames 13 by the hook device 10 without breaking the locking device at the articulation of the horizontal frame 1 and the vertical frame 2. Other empty container frames 13 that are to be transported are stacked on top of the lowest container frame 13, their vertical frames 2 being bent backwards in relation to the horizontal frame 1 and locked in place by the locking device. When the vertical frames 2 are bent backwards, it is possible to transport several empty container frames 13 simultaneously without the height of the vehicle 9 and the load exceeding the maximum admissible overall height.

The shipping container 5 can also be preloaded onto the container frame 13 on the vehicle 9 or unloaded from the vehicle 9, leaving the container frame 13 in place. In that case, the combination of the container frame 13 and the shipping container 5 does not need to be loaded separately onto the vehicle 9 by the loading device 10 of the vehicle 9.

It is obvious to those skilled in the art that the invention is not limited to the description above, but can vary within the scope of the claims presented hereafter. Furthermore, the vertical frame of the container frame can also have an adjustable height, whereby shipping containers of different heights can be transported by the same container frame.

Claims

claims

1. A container frame for loading shipping containers (5) onto, and unloading them off, a vehicle (9) by using the loading device (10) of the vehicle (9), characterized in that the container frame (13) comprises a light-structured horizontal frame (1) and a light-structured vertical frame (2) that can be inclined forward and backward, which frames are interconnected in an articulated way by a shaft (3), locking pins (7a, 7b, and 7c), and an attachment point (4).

2. A container frame according to any of the preceding Claims, characterized in that the horizontal frame (1) leans on the bottom of the shipping container (5), and that the shipping container supports the horizontal frame and prevents the horizontal frame from bending under the loading caused by the rollers (11) of the loading device.

3. A container frame according to Claim 1 or 2, characterized in that the horizontal frame (1) and the vertical frame (2) are locked in place by a locking device.

4. A container frame according to any of the preceding Claims, characterized in that the height of the vertical frame (2) is adjustable.

5. A container frame according to Claim 1, characterized in that back rollers (14) are located at the rear of the horizontal frame (1).

6. A container frame according to any of the preceding Claims, characterized in that empty container frames (13) can be stacked on top of one another for transportation and storage by bending the vertical frames (2) backwards, while the vertical frame of the lowest container frame is locked in the vertical position by a diagonal strut (8).