WO2015019050A2

WO2015019050A2 - Loading system

Info

Publication number: WO2015019050A2
Application number: PCT/GB2014/052208
Authority: WO
Inventors: Garry Frost
Original assignee: Border Automation Services Limited
Priority date: 2013-08-05
Filing date: 2014-07-18
Publication date: 2015-02-12
Also published as: GB201313969D0; WO2015019050A3; GB2518702A; GB201407545D0

Abstract

A loading system for a vehicle, comprises a loading tray comprising a brake arm, the brake arm being moveable between a first and a second position with respect to the tray; and a support structure for securing within the vehicle and being dimensioned to receive the tray in use, the support structure comprising a brake rail; wherein, when the tray is received within the support structure, the brake arm and brake rail are positioned such that when the brake arm is in the first position, the brake arm frictionally engages with the brake rail preventing relative movement therebetween, and in the second position the brake arm is disengaged from the brake rail to enable the tray to be removed from the support structure.

Description

Loading System

This invention relates to loading systems for a vehicle and loading trays.

Road vehicles such as vans, trucks or lorries typically include a large space at the rear for receiving items for transport, which may well be heavy and bulky. There are problems generally with loading such items into the vehicle, their subsequent removal, as well as securing them while in transit. While vans for example are generally fitted with mounting points to which straps or chains may be attached, it is time-consuming to fasten and unfasten items using such straps. Furthermore, available vehicle space may be limited, and so it would be preferable to provide a mechanism for space-efficient loading. A known loading system is sold by Caddy Storage (www.caddystorage.com.au). This provides a modular system whereby various storage pallets may be received within a vehicle, and moved to dedicated external storage units. The system is useful in that it addresses the problem of poor organisation and loading of items for transit. However, such a system is not suitable for heavy loading, and furthermore it is difficult to load and remove pallets or their contents to and from the vehicle. There is a further problem that the pallets are susceptible to movement during transit.

It is an aim of the present invention to overcome these problems. This aim is achieved by providing a loading system for a vehicle with improved access and security means, as will be described in detail below, along with various other improvements and advantages which are also conferred by the present invention.

In accordance with a first aspect of the present invention there is provided a loading system for a vehicle, comprising: a loading tray comprising a brake arm, the brake arm being moveable between a first and a second position with respect to the tray; and a support structure for securing within the vehicle and being dimensioned to receive the tray in use, the support structure comprising a brake rail; wherein, when the tray is received within the support structure, the brake arm and brake rail are positioned such that when the brake arm is in the first position, the brake arm frictionally engages with the brake rail preventing relative movement therebetween, and in the second position the brake arm is disengaged from the brake rail to enable the tray to be removed from the support structure.

In accordance with a second aspect of the present invention there is provided a loading tray for reception within a support structure, the support structure comprising a brake rail, wherein the loading tray comprises a brake arm, the brake arm being moveable between a first and a second position with respect to the tray; and wherein, when the tray is received within the support structure, the brake arm and brake rail are positioned such that when the brake arm is in the first position, the brake arm frictionally engages with the brake rail preventing relative movement therebetween, and in the second position the brake arm is disengaged from the brake rail to enable the tray to be removed from the support structure.

In accordance with a third aspect of the present invention there is provided a loading system for a vehicle, comprising: a support structure for securing within the vehicle and being dimensioned to slidably receive a loading tray in use, the support structure comprising first and second gates moveable between respective closed and open positions; wherein in the closed position each gate is located within the interior of the vehicle in use, and in the open position each gate extends out from the vehicle, and wherein each gate comprises a support track for receiving and supporting the loading tray when in the open position.

In accordance with a fourth aspect of the present invention there is provided a loading system for a vehicle, comprising: a jib attached to the vehicle and located proximate the roof of the vehicle in use, the jib comprising a telescopic arm that is extendable between a first position in which it is located wholly within the vehicle and a second position in which the distal end of the arm projects out of the vehicle.

In accordance with a fifth aspect of the present invention there is provided a loading tray comprising a frame and a substantially planar floor pan, the frame comprising first and second lateral side walls and a rear wall extending between the side walls, wherein the frame and pan are relatively movable between a stowed configuration in which the pan abuts the frame such that the pan forms a base of the tray and a loading position in which, in use, the pan is separated from the frame and is suspended therefrom. In accordance with a sixth aspect of the present invention there is provided a loading system for a vehicle, comprising: the loading tray according to the fifth aspect; and a support structure for securing within the vehicle and being dimensioned to receive the tray in use, the tray being slidably moveable with respect to the support structure to enable the tray to be retracted from the vehicle, the support structure comprising an abutment member which constrains vertical movement of the tray while the tray is retracted.

The invention will now be described with reference to the accompanying drawings, in which:

Figs. 1 a, 1 b schematically show plan and side views respectively of a support structure of a loading system in accordance with the present invention, mounted within a vehicle, in a closed configuration;

Fig. 2 schematically shows a detail view of Fig. 1 a;

Fig. 3 schematically shows a detail view of Fig. 2;

Fig. 4 schematically shows a detail view of Fig. 1 b;

Figs. 5a, 5b schematically show plan and side views respectively of the support structure of Fig. 1 in an open configuration;

Fig. 6 schematically shows a detail view of Fig. 5a;

Fig. 7 schematically shows a detail view of Fig. 6;

Fig. 8 schematically shows a detail view of Fig. 5b;

Fig. 9 schematically shows a detail view of Fig. 8;

Fig. 10 schematically shows a perspective view of a van incorporating a loading system in accordance with the present invention, having a loading tray partially retracted from the van;

Fig. 1 1 schematically shows the van of Fig. 10 when the loading tray is further retracted; Fig. 12 schematically shows a further embodiment of the present invention, wherein the support structure includes space for two loading trays;

Figs. 13 to 15 schematically show a braking system in accordance with the present invention in a first locked state, a second partially locked state, and a third unlocked state respectively;

Fig. 16 schematically shows a perspective view of the base of a loading tray with a braking system of Figs. 13 to 15 positioned thereon;

Fig. 17 schematically shows an oblique view of a tail lift tray in accordance with an embodiment of the present invention; Fig. 18 schematically shows the tray of Fig. 17 in a lowered configuration;

Fig. 19 schematically shows the tray of Fig. 17 in a planar view;

Fig. 20 schematically shows a perspective view of a braking saddle in accordance with an alternative embodiment of the present invention;

Fig. 21 schematically shows the braking saddle of Fig. 20 from a higher perspective; Fig. 22 schematically shows a perspective view of the braking saddle of Fig. 20 from below;

Figs. 23a and b schematically show the operation of the braking mechanism of the braking saddle of Fig. 20; and

Fig. 24 schematically shows a perspective view of a braking handle for use with the braking saddle of Fig. 20.

Plan and side views of a first embodiment of the invention are schematically shown in Figs. 1 a and 1 b. Here, a van 1 of standard construction is shown, with a loading bay at the rear accessible via a lift-up rear door at the back of the van, although vans having double or single swing-opening doors, or a tailgate, may alternatively be used. Typically, as with the van 1 shown, such vans have a number of mounting points, for example D-shackle points, provided in the walls, floor or roof of the loading bay to enable attachment of strapping or the like. A support structure 2 of a loading system in accordance with the invention is located in the loading bay. The support structure 2 is formed as a frame with two vertically-arranged side walls 3a, 3b located proximate to and facing respective side walls of the loading bay of the van. Each side wall 3a, 3b comprises two elongate supporting struts 6a, 6b which run substantially from the van rear door toward the front of the van 1 , which span the wheel arches of the van. These are maintained in a vertically-spaced configuration by an upright member 7 provided at each end thereof. The lower supporting strut 6a is secured to the base of the van by means of the mounting points provided in the van. The frame has a rear strengthening member 4 connected between the two side walls 3a, 3b at the rear of the frame, i.e. the side furthest from the van door in use, to provide structural strength. Further strength is provided by triangulating cross-securing members 5 between struts 6a, 6b and 7 to increase the frame's rigidity against compressive and shearing forces. The frame therefore forms a substantially cuboidal cavity defined by the side walls 3a, 3b and strengthening member 4, which in use may slidably receive a loading tray, as described below. Lower supporting struts 6a have a substantially "L"-shaped cross-section with the right-angle thereof facing towards the cavity, so that the upward-facing horizontal surface acts as a supporting runner for the tray in use, while the upright inwardly-facing surface acts as a guide for the tray to prevent lateral movement thereof during insertion and removal. As shown more clearly in Figs. 2, 3 and 4, first and second swing-out gates 8a, 8b are rotatably mounted to respective side walls 3a, 3b at the ends adjacent the van rear door, via a respective pivot pin 9a, 9b rotatably mounted within a bush 10a, 10b attached to the side wall. The gates 8a, 8b may therefore swing between a closed position (shown in Figs. 1 a, 1 b, 2, 3 and 4), in which they lie substantially orthogonally to the side walls 3a, 3b within the interior of the van, and an open position (see Figs. 5a, 5b, 6 and 7) in which they project out from the rear of the van, lying in a plane substantially co-incident with those of respective side walls 3a, 3b. In Figs. 8 and 9, only gate 8a is open, while gate 8b remains closed. Clearly, the rear door of the van must be open to allow the gates 8a, 8b to swing into the open position. In their closed positions, gates 8a, 8b act to prevent access to the cavity, and locking means (not shown) may be provided for locking at least one of the gates in the closed position, further enhancing security. The two bushes / pivots 9a / 10a, 9b / 10b are offset in the direction parallel to the longitudinal axis of the van so as to allow the gates to fold closed without mutual interference.

Each gate 8a, 8b comprises a respective horizontal support track 1 1 a, 1 1 b at its base, for receiving and supporting the loading tray when in the open position. The horizontal support track 1 1 a, b is formed with a substantially "L"-shaped cross-section for most its length with the right-angle thereof facing towards the cavity when the gate is closed, so that, when in the open position, the upward-facing horizontal surface acts as a supporting runner for the tray in use, while the upright inwardly-facing surface acts as a guide for the tray to prevent lateral movement thereof during insertion and removal, in a similar manner as for the lower supporting strut 6a of the support structure 2. The upward facing horizontal surface of the track 1 1 a, b is provided at the same height as that of the lower supporting strut 6a (i.e. they are co-planar), and in the open position the upright inwardly-facing surfaces of the track 1 1 a, b and strut 6a are also co-planar, so that the track 1 1 a, b and strut 6a together form an extended runner for receiving a tray, allowing it to be slidably moved from the gate to the cavity without major impedance. The distal end of the horizontal support track 1 1 a, b, i.e. that which extends furthest from the van when in the open position, comprises a mounting bracket formed with a substantially "C"-shaped cross-section, so that it has an upper horizontal surface extending from the top of the upright surface, which facilitates attachment of an end of a respective supporting beam 12a, b thereto. As shown most clearly in Fig. 9, the other end of beam 12a, b is connected proximate to the top of respective bush 10a, b. The suspension bar extends from the door spindle to the tip of the door, so that the use of the suspension beams provides triangulation strength to the gates. To help cancel the twisting load that could be created by the load of the tray on the gate support track, the end of the suspension beam is, as noted above, attached to the top of a C-section mounting bracket. The mounting point on the bracket is situated vertically above the centreline of the load on the gate support track, thereby keeping the twisting load to a minimum. The twisting force is transferred to the gate (first) spindle where any sideways force can be handled by the strength of the heavy duty pin and bush.

With this arrangement, the gates 8a, 8b in the open position may fully support a loading tray on support tracks 1 1 a, b during loading or unloading from the van.

As shown most clearly in Figs. 3 and 7, movement of the gates 8a, 8b beyond the open position is prevented by means of stay bars 15a, 15b connected between respective side walls 3a, 3b and gates 8a, 8b. In more detail, a first end of each stay bar is pivotally connected to a respective gate via pivot 16. The second end is slidably attached to the side wall, via a piston 17 running on a rod 18 affixed to the side wall, dimensioned such that in each gate's open position, the respective stay bar contacts the respective gate support track 1 1 a, b to prevent movement of the gate beyond the open position.

The stay bars also ensure that the gate tracks 1 1 a, b are always axially aligned with the lower struts 6a. The back pivot point of each stay bar is free to move forwards and backwards on the rod 18, whilst the front pivot point of each stay bar is attached to the respective gate. The centre line of the rod and the centre point of the pivot point of the gate are both exactly the same depth back from the edge of the runners, and the position of the stay bar is such that when each of the gates is perfectly aligned with each other in the open position, the vertex of the stay bar nearest to the edge of the runner runs coincidentally with the vertex of the runner, such that they come into contact with one another, thereby preventing further travel beyond the aligned position. Effectively, the centre point of the stay bar comes into contact with the nearest point on the gate track 1 1 a, b, which acts as a stop.

During loading and unloading, the gates allow the trays to be withdrawn beyond the confines of the van body, to a point where a forklift truck for example can access the tray, even when the van is fitted with a tailgate style back door, which would otherwise prevent a forklift with a tall mast from getting close enough to the van. The gates also enable a specialised truck to engage with the end of the gates, thereby creating a continual runner, upon which a tray can be pushed manually from the van onto the specialised truck and vice versa. This is an alternative loading method to using a forklift truck.

The gates are designed to cope with significantly greater loads than are normally achieved with conventional drawer systems. The strength required is achieved mainly due to the following three factors:

i) The support structure that supports the gate - this is triangulated for strength and may extend beyond the wheel arches of the van to floor mounting points at the distal end of the structure.

ii) The gates are attached to the support structure with sturdy pins in bushes, which have exceptional sheer strength.

iii) The use of suspension beams to give triangulation strength to the gates.

Fig. 10 schematically shows a perspective view of a van 1 incorporating a loading system in accordance with the present invention, having a loading tray 19 in a position partially retracted from the van, so that it is at least partially supported by the gates 8a, 8b. It should firstly be noted that in this embodiment, the supporting beam 12 of each gate is integrally formed with track 1 1 , rather than being a separate component connected thereto. The loading tray 19 is of generally cuboidal form, having a flat rectangular base 20, two lateral side walls 21 a, 2b, a rear wall 22 for positioning nearest the front of the van in use, front wall 23 positioned nearest the van rear door in use, and an open top through which items may be placed therein. A removable shelf 28 is retained by the support structure 2 over the tray cavity, providing additional storage space if required. A handle 24 is provided which is pivotally connected at each end to a sidewall 21 a, 21 b and which spans the front wall 23. As well as providing means for manually positioning the tray, the handle 24 forms part of a braking system for controlling movement of the tray 19 relative to the rest of the loading system, as will be described further below. The handle 24 is movable in a generally up-down direction due to its pivotal connections to the sidewalls 21 a, 2b between three distinct positions in its range of movement with respect to the tray. In a first position, at one extremity of the range, the braking system is fully applied, so that no relative movement between the tray 19 and the support structure 2 is possible. This setting would be used when the vehicle is in transit for example. In a second position, at the other extremity of the range, the braking system is fully disengaged, and the tray may be both slid horizontally along the runners of the support structure and completely removed from the vehicle by lifting in a vertical direction. In a third position, intermediate the first and second positions, the braking system is partially engaged, so that the tray may be slid horizontally along the runners (i.e. lower struts 6a, tracks 1 1 a, b) of the support structure up to a predefined horizontal distance only, but not removed completely from the vehicle. The tray further comprises a catch 39, which, when in a locked configuration, prevents actuation of the brake lever to the second position from the third position. The catch 39 may be manually disengaged, to permit removal of the tray only when required. Fig. 10 shows the tray in this third state - the tray may be slid out onto the tracks 1 1 a, b of gates 8a, 8b, withdrawn almost completely, and supported thereon, but further outward sliding movement is prevented. In this state, the tray may easily be loaded or unloaded, due to the range of access to the tray of about 270 degrees.

Fig. 1 1 schematically shows the van of Fig. 10 when the handle is in the second position, and the loading tray is further retracted, past the sliding limit of the third position. The tray may be fully removed from the van either by further sliding out, or by lifting the tray up and out of engagement with the support structure 2 and gates. In Fig. 1 1 it can be seen that the sidewalls have wheels 25 attached thereto. These are positioned so as to run on top of the runners (tracks 1 1 a, b and lower struts 6a), to facilitate the sliding movement of the tray relative to the support structure. Fig. 12 schematically shows a further embodiment of the present invention, wherein the support structure 2 includes space for two loading trays 19a, 19b, which may be received one above the other.

Figs. 10 to 12 show other features of the loading system also. The support structures 2 shown comprise a cage 26 that extends all the way around the periphery of the van's loading bay, including the rear. The cage may be attached to the van in various ways, for example by using pre-existing mounting points, or be self-supporting. A telescopic jib 27 is provided at the top of the cage 26, and is provided with a mounting frame which either fits onto the cage, or directly onto the mounting points of the van. The jib normally resides longitudinally along the roofline of the van. The jib is telescopic and extends from the back of the van, allowing it to be used to pick up heavy items from the floor onto a loading tray, or directly onto the van floor if no tray is in place, or a raised floor of the vehicle in which the jib is mounted, or vice versa. The jib can also be used to load or unload complete trays from the open gates onto the floor or onto a pallet truck. The extending jib is either manually powered or powered from the van's electrical supply. Up and down movement of the winch is typically electric and forward and backward movement is typically manual. The jib comprises a webbing winch strap (not shown) which is pulled axially and horizontally from the back of the jib, passing over a roller (not shown) at the front of the jib before hanging down onto lifting attachments (again not shown). This design significantly reduces the vertical depth of the jib, thereby giving maximum clearance for the load. Two arch-shaped mounting frames of the support structure, situated in front and behind the jib, are shaped to match the contour of the sides of the van, thereby leaving good space for loading wide equipment into the van, unlike conventional pedestal/stanchion crane type lifts that take up a significant width of the van and do not offer the same loading height.

The braking system will now described with reference to Figs. 13 to 15, which show the braking system in a first locked state, a second partially locked state, and a third unlocked state respectively. It should be noted that for clarity, these figures show the underside of the system, i.e. looked at from below. A brake rail 29, of substantially Ή"- shaped cross-section is rigidly connected to the support structure 2 (not shown in previous figures) at the base of a tray cavity, running in the direction from front-rear of the van. The brake rail is orientated so that there is a planar vertically extending fin 30, delimited at its upper (in use) extent by a horizontal flange 31 which extends along at least an extent of the rail's length. The lower extent is delimited by a horizontal foot 32 which is connected to the remainder of the support structure 2, and so a channel is formed on each side of fin 30. The other components shown are all provided on the underside of a tray 19, i.e. attached to the underside of base 20. Mutually opposed brake pads 33, located at the ends of brake arms 34, are positioned and dimensioned to locate in respective channels proximate fin 30, between flange 31 and foot 32. The brake arms are mounted within a frame 33 for slidable movement relative thereto, in a direction perpendicular to the plane of fin 30. Frame 33 includes substantially "C"- shaped guiding members 35 for maintaining the movement of the brake arms to be orthogonal to the brake rail, and for limiting the sliding movement of the brake arms away from the brake rail. The distal ends of brake arms 34 are linked to springs 36 for resiliently biasing the brake arms towards the rail. This resilient bias ensures that unless a positive force is applied to move the brake arms, i.e. by moving the handle into the second or third position as will be described below, the brake system returns to its locked state. Movement of the brake arms relative to the frame 33 is controlled by levers 37, 38, which are pivotally connected at one end, and connected to a respective arm 34 at an intermediate portion. In this way, movement of the free ends of levers 37, 38 towards each other causes the arms 34 to likewise move towards each other into frictional engagement with fin 30, and movement away from each other causes brake arms to disengage with fin 30. The free ends of levers 37, 38 are mechanically connected to handle 24, for example via a Bowden cable (not shown), so that movement of the handle causes corresponding movement of the brake arms. Therefore, when the handle is in its first position, the brake arms are placed in a corresponding first position, shown in Fig. 13, in which they are frictionally engaged with the brake rail, preventing relative movement therebetween. Similarly, when the handle is in its third position, the brake arms will be placed in a corresponding third position, shown in Fig. 14, in which the brake arms do not engage with fin 30, but vertical movement relative thereto is constrained by flange 31 acting as an abutment member. In this position therefore, the tray may be slidably moved horizontally along the axis of the brake rail, but vertical movement of the tray is constrained. This means that the tray is prevented from tipping, even when unevenly loaded. When the handle is in its second position, the brake arms will be in a corresponding second position, shown in Fig. 15, in which the brake arms are separated by a distance greater than the width of flange 31 . Here therefore the brake arms are disengaged from the brake rail to enable the tray to be removed from the support structure.

Stops (not shown) are provided at each end of the brake rail to abut the brake arms when in the second position. This abutment acts to limit the frontwards or rearwards travel of the tray when not removing the tray from the van completely. The stops give a reference point for the operator so they know when the tray has reached its furthest extent in either direction. Fig. 16 schematically shows a perspective view of the base of a loading tray with this braking system positioned thereon. Here it can be seen that the tray base further includes projecting flanges 39 which act against springs 36. Loading system components

It can be seen that the loading system described is of a modular nature, including the support structure, jib and loading tray. These, and other modules, are now described: Loading tray - A heavy duty tray which could reside within the support structure in the back of a vehicle or equally on a storage rack in a garage, factory or similar location. The tray can be easily transferred from the vehicle to the premises whilst still fully laden with the help of either a dedicated truck, a vehicle mounted jib or a conventional fork lift truck. The trays can serve as a mounting for a drawer, lifting frame, project pallet, or any purpose built structure that needs to be loaded or unloaded easily into the back of a vehicle and held securely. The trays are fitted with a brake which is normally applied, to prevent unintentional movement of the trays. In an alternative embodiment, the trays may be powered open or closed. The trays have wheels on to allow them to be manually pushed in and out of the vehicle, from the vehicle onto a specialised truck, and from the specialised truck onto a specialised rack.

Specialised truck - A purpose built loading truck to allow for easy removal of the tray. The trucks comprise the same brake rail mounting as the support structure within the vehicle to allow the brake system of the trays to work on the truck.

Jib - A vehicle-mounted jib to facilitate the easy loading and unloading either of heavy items onto the dedicated trays, or to load and unload the trays themselves, empty or fully laden. Specialised racking - A purpose built racking system which may be installed in a garage, factory, warehouse or any other location as required. The racks will accommodate the trays. Loading of the racks may be performed using the specialised truck. The racks will comprise a similar configuration to the support structure within the vehicle, i.e. dimensioned to receive the trays and incorporating a brake rail for engagement with the brake arms of the trays. It should be noted that the system may also be operated with a conventional high-lift pallet truck or forklift truck instead of, or as well as, the specialised truck, and the system may also be operated with conventional racking instead of, or as well as, the specialised racking.

Alternative loading tray configuration - tail lift

A further embodiment of the invention provides an alternative form of tray forming a tail lift for lifting goods from floor level into the van, which is made possible by the capability of the supporting gates to support the tray at a position extended from the rear of the van, and furthermore by the tipping-prevention mechanism previously described. With this form of tray, it is possible to effect safe and simple loading of heavy objects such as washing machines, motorbikes, pumps, motors etc. or anything else that will fit on the tail lift and does not exceed the safe working load.

Fig. 17 shows the tail-lift tray 40 in its normal, stowed configuration, in which it can be retracted from the vehicle as previously described. The tail-lift tray 40 is constructed of two basic parts: an outer, substantially "U-shaped" frame 41 that forms the side and rear walls of the tray, and a substantially planar inner floor pan 42 that can be lowered from frame 41 to the floor, as shown in Fig. 18, the pan including a closable door 49 which may swing between open and shut positions. The tail-lift tray 40 has the same essential workings as the previously-described tray, such as a brake and release bar, support wheels and guidance wheels, which are all mounted on frame 41 . Pan 42 is suspended from frame 41 by four webbing straps 43 located proximate each corner of the pan 42 on the lateral sides thereof. As will be described further below, each strap 43 passes through a slot 45 in a respective side wall to the interior of the frame 41 and thus to a spool 44 located within the side wall of the frame 41 , the strap wrapping around the spool. Fig. 19 shows the lowering mechanism in more detail in a top view of the tray 40. Here it can be seen that each lateral side wall has a spool 44 mounted for rotation therein, with the rotational axis of the spool being parallel to the plane of the side wall. Each spool 44 has, at the end toward the rear of the tray, an angled cog in meshing engagement with a complimentary angled cog of a spindle 46 which is mounted for rotation within the rear wall of the frame 41 . This interconnection of each spool 44 with spindle 46 ensures that each strap 43 is wound out or in at the same rate. When the spools turn, the webbing straps wrapped around the spools extend or retract depending on the direction of rotation. Rotation may caused for example by an electric motor gearbox housed within the frame, or, in this case, by use of a ratchet/speed wrench or electric drill (not shown) on a drive shaft 47 protruding from the front of the frame, this drive shaft being an extension of a spool 44.

During transit, the pan 42 is secured to the frame 41 by a means of locking mechanism such as removable dowel pins 48 as shown, though alternative means such as R pins, shot bolts, sprung pawls or similar may equally be used. When the tray assembly is fully withdrawn from the van, the locking mechanism can be released and the pan can be lowered by turning the drive shaft 47. Goods may then be loaded onto the tray and the pan then driven back up into the frame far enough so that it can be locked (or automatically locked, depending on the locking mechanism used) into place, ready for the assembled tray to be slid back into the van. Shackle points (not shown) are provided on the tray to fix a load in place.

In an alternative embodiment, instead of using webbing straps, chains could be employed. In this case, the mechanism would differ in that the chains would lie longitudinally within the hollow body of the frame and pass over sprockets at the corner points, then down onto the pan.

In a yet further alternative embodiment, instead of using a socket drive on the frame, a pulley could be utilized with a hanging loop of rope or chain providing the motive power for lifting.

Operation

A typical operation process will now be described:

The operator of the vehicle will open the rear doors of the vehicle, and swing open the two supporting gates of the support structure. The gates will lock into place so they do not keep swinging closed if the vehicle is on an incline. (This is a feature for subsequent access to the tray, and not a feature for loading, as loading should be carried out on relatively level ground). The operator will then be able to use a high-lift pallet truck, forklift truck or specialised truck to load a tray onto the open supporting gates. There are two main methods of loading/unloading: i) When using a high-lift pallet truck or forklift truck the tray will be deposited directly onto the lower struts of the support structure. The tray should be pushed partway into the vehicle, and the brake moved to the first, locking, position by releasing the handle prior to removing the truck. ii) When using the specialised truck to load the tray into the vehicle, the runners of the truck are aligned and attached to the end of the supporting tracks of the gates. The brake (which would have been previously applied whilst on the truck) is then manually released by moving the handle whilst the tray is pushed from the truck onto the lower struts. As before, the tray should be pushed part way into the vehicle, and the brake released to the locked state prior to disengaging and removing the truck.

The same methods detailed in i) and ii) above would be employed to load or remove trays onto the specialised racking. When loading with a forklift as opposed to the specialised truck, it is possible to load the trays onto conventional racking. When stored in this way the wheels of the tray do not touch the ground, so braking of the tray on the racks is not necessary.

Unloading should only be done when there is no risk of the tray falling out of the vehicle, i.e. when there is a forklift, a high-lift pallet truck or a specialised truck in place, ready to accept the tray prior to releasing the brake system fully. The brake is released to its fullest extent by moving the handle to the third position. This can only be done after first releasing the safety catch. This feature prevents the brake from being fully released accidentally.

Alternative braking arrangement

An alternative embodiment of the present invention is schematically shown in Figs. 20 to 24. The braking system of this embodiment is intended to be used where:

Lateral braking within a preformed channel is required;

A large proportion of the braking force is required to act at 90 degrees to the angle of applied force; A relatively small amount of applied force is to be applied and requires amplification; and

The brake system needs to be able to be fully retractable from the braking channel that it acts upon.

Here, the or each brake arm comprises a sliding saddle 50 arranged to sit on an elongate, cross member (not shown), the cross member being in use attached to the base of a tray and parallel thereto, and extending in a lateral direction, i.e. orthogonal to the axis of tray movement in and out of the van for example. Each saddle has a substantially "n-shaped" cross-section, i.e. with an upper generally horizontal surface and two generally vertical sidewalls depending therefrom, which can slidingly accommodate the cross member, meaning that the saddle may move along the cross member, in a direction transverse to the axis of tray movement. Each saddle 50 pivotably supports a rotatable abutment member or nose assembly 51 that in turn supports two cylindrical braking parts, typically rollers 52a, 52b formed from a rubber or other resiliently deformable material.

In this embodiment, the brake rail may be of substantially C-shaped cross-section, forming a braking channel (61 , see Fig. 23) into which the abutment member of each saddle 50 is biased by biasing means such as one or more springs (not shown) connected between the shuttle and the cross member, however it should be noted that alternatively the brake could work in the opposite direction. For example, a pair of such channels may be provided, one at each side of a van interior. The abutment member is designed to fit into the channel 61. The rollers 52a, 52b act upon the internal surfaces of this channel. The rollers are designed so that they roll easily into and out of their braking position in one plane, and act like a brake in another. The pivoting abutment member 51 is held initially at about fifteen degrees from vertical, at which orientation the shuttle 50 is free to slide in and out of the C-shaped channel.

The pivot point of the abutment member 51 is deliberately off-centre to ensure the saddles 50 can be easily withdrawn from the channel when desired.

Each saddle is free to pivot about a rear locating pin 53, to permit the abutment member 51 to self-centralise. As shown in Fig. 22, the pin 53 may conveniently carry rollers 60 on an axle to facilitate rotation of the saddle, the upper surface of the rollers contacting the underside of the cross member.

Figs. 23a and 23b schematically show how the braking system operates. In these figures, for simplicity, the major parts of the shuttle are reduced to lines. Fig. 23a shows the braking arrangement when not fully engaged, i.e. so that lateral movement of the shuttle (and hence tray) is possible along the channel 61 , but vertical movement of the tray is prevented, while Fig. 23b shows the fully engaged brake, where both lateral and vertical movement of the tray are prevented. While channel 61 is shown as having cut- off or chamfered corners, in fact this is not essential.

As can be seen from Fig. 23a, the abutment member 51 can be accommodated within the channel, and in fact there is some room to spare, to enable lateral movement of the member 51 along the length of the channel. The vertical distance between the axes of rotation of rollers 52a and 52b is shown as v1 . The angle 63, which is that angle subtended at pivot point 53 by the body of the shuttle 50 and the true horizontal in Fig. 23a is a.

In use, as the shuttle enters the channel 61 (due to the bias spring), the first roller 52a hits the back of the channel, forcing the abutment member 51 to rotate anticlockwise as shown, increasing the vertical height of the two rollers 52a, 52b, such that v2 > v1 . This causes the rollers to frictionally engage with the two opposing inner walls of the channel, preventing relative movement of the shuttle (and hence tray) and the channel.

In fact, rollers 5a, 52b are shown as slightly deformed. It can be seen that in order to permit this rotation, shuttle 50 rotates about pivot point 53 so that angle 63 is increased to β, where β > a. For clarity, Figs. 23a, 23b also show, at 62, the midpoint of abutment member 51 .

In more detail, the braking rollers 52a, 52b are held at a set distance apart in a yoke. The yoke is free to pivot about support spigots 54 but is held at a rotational angle of approximately fifteen degrees from vertical against a backstop 55. The yoke can therefore only rotate forwards towards a vertical orientation. The yoke support spigots 54 are mounted through holes in the abutment member of the sliding saddle. When braking is required, the saddles, including each respective yoke assembly, are pushed/pulled forwards (i.e. by spring pressure) towards the fixed braking rail and into its C-section channel. The braking assembly, when not applied, traverses along this channel. When the brakes are applied, the shuttles move into the channel section. The bottom roller 52a rolls along the bottom of the channel, until it hits the back of the channel. As this roller hits the back of the channel, it cannot travel any further, and the roller becomes a centre of rotation, about which the yoke must pivot. As the yoke pivots about the bottom roller, the top roller 52b moves not just forwards, but radially up, following a line prescribed by the bottom roller. The ratio of movement of the top roller is approximately 4 to 1 (this ratio changes as the yoke rotates towards a vertical position) which means that for 4 units of movement forwards, there is 1 unit of movement vertically upwards.

The braking channel is proportioned such that as soon as the yoke starts rotating from its fifteen degree starting position, the vertical height of the yoke increases which causes interference with the upper and lower inner surfaces of the channel. The 4 to 1 ratio of forward to vertical motion causes an amplification of pressure on the braking rollers in the vertical plane.

The position of the supporting spigots 54 in the yoke is necessarily above the horizontal centre line of the yoke. This is to ensure that the top roller is always pulled out before the bottom roller when the braking system is released, but more importantly to maximize the moments of the forward pressure in relation to the bottom roller, which is acting as the fulcrum for the translation of force from forward to vertical.

In order for the system to work, the supporting spigots have to be free to 'rise' as the yoke starts to pivot about the bottom roller. For this reason the saddle 50 that houses the supporting spigots for the yoke is pivoted at its rear end in a clevis-type arrangement about pivot 53. Conveniently, the biasing spring may be connected at one end thereof to the axle which carries rollers 60, at a position between adjacent rollers, the other end of the spring being connected to the cross member near its end adjacent the channel. The saddle 50 that supports the yoke assembly ordinarily moves only a short distance to allow free movement along the channel. In certain embodiments, the saddle can be retracted fully, so that the yoke assembly is fully clear of the braking channel. This enables the trays that the braking system is fitted to be able to be withdrawn vertically from the van without fouling the braking channel.

As noted above, each saddle 50 is permanently pulled into the channel by at least one spring. To facilitate the releasing of the brake system, a Bowden cable (not shown) is fitted. The other end of the Bowden cable is attached to the brake release mechanism, schematically shown in Fig. 24. This shows a tray handle 55 used for manipulating the tray (not shown), which is connected at points 56. A vertically moveable brake handle 57 is provided for operating the brake, with the Bowden cable being attached at mounting point 58. The brake handle 57 is fitted with an indexing plunger 59, which is selectable to permit additional vertical movement of the brake handle.

The brake release mechanism is configured such that in normal circumstances the brake can only be released enough (by raising brake handle 57) to allow free movement of the shuttles along the length of the channel, with vertical movement being restricted by interference between rollers 52a, 52b and the upper and lower walls of the channel. If full retraction of the braking assembly is required, then the disengaging of the indexing plunger 59 is necessary, to permit the additional movement of the Bowden cable inner, and therefore the brake assembly. In this case, the shuttles retract fully from the channel, so that the rollers cannot interfere with the channel, thus permitting vertical movement of the tray.

This brake is primarily for controlling movement when manually moving the tray and not for preventing movement when driving - that is achieved by means of a hard stop, for example located at each end of the channels. Furthermore, as set out above, the brake has three basic states: i) fully braked in which lateral and vertical tray movement is prevented, ii) partially released to allow lateral movement, and iii) fully retracted to allow removal of the tray from the vehicle.

The above-described embodiments are exemplary only, and other possibilities and alternatives within the scope of the invention will be apparent to those skilled in the art. For example, the vehicle need not have mounting points provided, and all attachment may be by means of the support structure.

Although in the embodiments described above the brake rail has been located approximately in the middle of the support structure, it need not be so placed, but could be located at various locations within the structure, including at the sides.

While the brake rail described above has a substantially "H-shaped" cross-section, this is not necessary, and an "l-shaped" cross-sectional brake rail could be used instead. In this case, alternative means could be provided in order to prevent the tray tipping. In a preferred embodiment, these means could be effected by using substantially "C- shaped" channels on the support structure in which the wheels of the trays could run. Here, the top of the channel would abut against the top of the wheels in the event of a tipping force being applied to the tray, thus preventing tipping from occurring.

With the embodiment shown in Figs. 20 to 24, while the arrangement has been described as using two shuttles, alternatively only one shuttle, and hence channel, need be used. The channel could be provided at one side only of the tray support structure, or centrally arranged relative to the tray.

Claims

1 . A loading system for a vehicle, comprising:

a loading tray comprising a brake arm, the brake arm being moveable between a first and a second position with respect to the tray; and

a support structure for securing within the vehicle and being dimensioned to receive the tray in use, the support structure comprising a brake rail;

wherein, when the tray is received within the support structure, the brake arm and brake rail are positioned such that when the brake arm is in the first position, the brake arm frictionally engages with the brake rail preventing relative movement therebetween, and in the second position the brake arm is disengaged from the brake rail to enable the tray to be removed from the support structure.

2. A loading system according to claim 1 , wherein the brake arm is moveable to a third position intermediate said first and second positions, in which the tray may be slidably moved horizontally along the axis of the brake rail, but vertical movement of the tray is constrained.

3. A loading system according to claim 2, wherein the support structure comprises an abutment member which constrains vertical movement of the tray while the brake arm is in the third position.

4. A loading system according to claim 3, wherein the abutment member is formed on the brake rail and constrains vertical movement of the brake arm while in the third position.

5. A loading system according to claim 4, wherein the abutment member comprises a flange extending from the brake rail along an extent of the rail's length.

6. A loading system according to claim 3, wherein the abutment member comprises a channel dimensioned to receive wheels of the tray therein in use.

7. A loading system according to any preceding claim, wherein the brake arm is mechanically connected to a handle of the tray, and moving of the brake arm between said first and second positions is effected by actuation of the handle.

8. A loading system according to claim 7 wherein the mechanical connection comprises a Bowden cable.

9. A loading system according to either of claims 7 and 8, wherein the tray comprises a catch, which, when in a locked configuration, prevents actuation of the brake lever to the move the brake arm to the second position.

10. A loading system according to any preceding claim, comprising first and second brake arms, the respective brake arms adapted for frictionally engaging opposite sides of the brake rail when in the first position.

1 1 . A loading system according to any of claims 1 to 3, wherein the brake arm comprises a shuttle, the shuttle mounted for slidable movement upon a cross member of the tray.

12. A loading system according to claim 1 1 , wherein the shuttle comprises an abutment member pivotably mounted at an end of the shuttle, for abutting the brake rail in the first position.

13. A loading system according to claim 12, wherein the abutment member is elongate, such that in a first orientation, its vertical extent is greater than in a second orientation, and in the first position the abutment member lies in said first orientation.

14. A loading system according to claim 13, wherein the brake rail comprises a substantially C-shaped channel, and in the first position, the abutment member is held in contact against both the opposing internal surfaces of the channel.

15. A loading system according to any of claims 12 to 14, wherein the abutment member comprises first and second rotatable rollers for contacting the brake rail in the first position.

16. A loading system according to any of claims 1 1 to 15, comprising means for biasing the shuttle toward the brake rail.

17. A loading system according to claim 16, wherein the biasing means comprises a spring.

18. A loading system according to any of claims 1 1 to 17, wherein the shuttle is mechanically connected to a lever mounted on a handle of the tray, and moving of the shuttle between said first and second positions is effected by actuation of the lever.

19. A loading system according to claim 18, wherein the mechanical connection comprises a Bowden cable.

20. A vehicle fitted with a loading system according to any preceding claim.

21 . A loading tray for reception within a support structure, the support structure comprising a brake rail,

wherein the loading tray comprises a brake arm, the brake arm being moveable between a first and a second position with respect to the tray; and

22. A loading system for a vehicle, comprising:

a support structure for securing within the vehicle and being dimensioned to slidably receive a loading tray in use, the support structure comprising first and second gates moveable between respective closed and open positions;

wherein in the closed position each gate is located within the interior of the vehicle in use, and in the open position each gate extends out from the vehicle, and wherein each gate comprises a support track for receiving and supporting the loading tray when in the open position.

23. A loading system according to claim 22, wherein the support structure comprises a cavity for receiving the tray, and when in the closed position, the first and second gates prevent access to the cavity.

24. A loading system according to claim 23, comprising locking means for locking at least one of the first and second gates in the closed position.

25. A loading system according to any of claims 22 to 24, wherein each gate is rotatably mounted to the support structure.

26. A loading system according to claim 25, wherein each gate comprises a pivot pin rotatably mounted within a bush attached to the support structure.

27. A loading system according to either of claims 25 and 26, comprising first and second stay bars with a first end of each stay bar pivotally connected to a respective gate and a second end slidably attached to the support structure, and in each gate's open position, the respective stay bar contacts the respective gate support track to prevent movement of the gate beyond the open position.

28. A loading system according to any of claims 22 to 27, comprising a loading tray for reception within the support structure.

29. A vehicle fitted with a loading system according to any of claims 22 to 28.

30. A loading system for a vehicle, comprising:

a jib attached to the vehicle and located proximate the roof of the vehicle in use, the jib comprising a telescopic arm that is extendable between a first position in which it is located wholly within the vehicle and a second position in which the distal end of the arm projects out of the vehicle.

31 . A loading system according to claim 30, wherein the jib comprises a support frame.

32. A loading system according to claim 31 , wherein in use the support frame is connected to the vehicle via mounting points located within the vehicle.

33. A loading system according to claim 31 , wherein the loading system comprises a support structure for securing within the vehicle, the support structure comprising a cage that is connected to the floor of the vehicle in use and extends to the roof of the vehicle; and

the jib support frame is attached to the cage.

34. A vehicle comprising a loading system according to any of claims 30 to 33.

35. A loading tray comprising a frame and a substantially planar floor pan,

the frame comprising first and second lateral side walls and a rear wall extending between the side walls,

wherein the frame and pan are relatively movable between a stowed configuration in which the pan abuts the frame such that the pan forms a base of the tray and a loading position in which, in use, the pan is separated from the frame and is suspended therefrom.

36. A loading tray according to claim 35, comprising lifting means connected between the frame and the pan.

37. A loading tray according to claim 36, wherein the frame is hollow, and, in the stowed configuration, the lifting means is at least partially located within the frame.

38. A loading tray according to either of claims 36 and 37, wherein the lifting means comprises at least one strap.

39. A loading tray according to either of claims 36 and 37, wherein the lifting means comprises at least one chain.

40. A loading tray according to any of claims 36 to 39, wherein the lifting means comprises a spool located within the frame.

41 . A loading tray according to any of claims 35 to 40, comprising locking means for locking the tray in the stowed configuration.

42. A loading system for a vehicle, comprising:

the loading tray according to any of claims 26 to 32; and a support structure for securing within the vehicle and being dimensioned to receive the tray in use, the tray being slidably moveable with respect to the support structure to enable the tray to be retracted from the vehicle, the support structure comprising an abutment member which constrains vertical movement of the tray while the tray is retracted.

43. A loading system substantially as herein described with reference to the accompanying figures.

44. A vehicle substantially as herein described with reference to the accompanying figures.

45. A loading tray substantially as herein described with reference to the accompanying figures.