WO2017119961A1 - Two-piece shipping container, intermodal shipping deck, method and flatbed deck for a trailer - Google Patents

Abstract

The new flatbed decks attach to twist locks on standard container-carrying trailer chassis. Covered breakbulk cargo transporting is facilitated by vertically lifting and lowering the covers that are held by twist locks on the flatbed trucks. A two-piece intermodal shipping container has a deck and a lid. The deck has vertical lock corner casings bottom corner castings, a frame and a floor. Tie down clips or rings are provided on side and end beams around a floor that is recessed in one embodiment. The lid has side beams and corner posts with upper and lower corner castings. Twist locks are held in the vertical lock corner casings. After loading and securing cargo on the deck, the lid is lowered over the cargo to the deck. The twist locks are turned to secure the lower corner castings on the lid with the vertical lock corner casings on the deck, completing the shipping container for placing or stacking the container on a truck, train, ship or airplane. The deck has fork lift openings in the frame. The lid has fork lift tubes or lifting rings at the top.

Description

TWO-PIECE SHIPPING CONTAINER, INTERMODAL SHIPPING DECK, METHOD AND FLATBED DECK FOR A TRAILER

This application claims the benefit of U.S. Provisional Applications

62/259,104, filed November 24, 2015 and 62/275,476 filed January 6, 2016, which are hereby incorporated by reference in their entirety as if fully set forth herein.

Cargo shippers have limited choices in the type of conveyance form factor they can use for what is typically known as flatbed cargo (side-loaded or top-loaded). They can use a fully enclosed truck or trailer, a fully enclosed shipping container, a flat rack-type shipping container or a flatbed trailer. Each of these options presents significant limitations to the shipper and cargo handlers.

The loading and unloading and inspection processes associated with current-day trucks, trailers and shipping containers is time consuming and frequently contributes to damage of the goods being shipped. The open back end / door end design of these transport options requires the use of forklifts or other mechanical devices and a lot of manpower to move cargo into and out of them. This process can be very lengthy and can cause substantial damage to the goods, to the trailer or container itself. There is also a physical threat to the safety of the logistics workers trying to work inside of the trailers / containers to assist the forklift drivers with accurate load positioning inside the container and lashing or securing the cargo. Further, effective securing of cargo loads in trailers or containers is difficult because once fully loaded there is very little room inside them to permit the use of tie downs, lashing gear, bracing or similar restraining devices.

Further impediments to loading and unloading cargo in covered cargo trucks, trailers and containers stem from height restriction of the doors and ceilings of the trailer or container itself. These cargo conveyances must be loaded using machines that are limited in vertical reach / height by the height of the trailer or container doorways and cargo areas through which those machines must move. Actual cargo heights is further limited by the need to raise fork lift blades to move and position the cargo, leaving empty cargo space at the tops of loads. Flatbed trailers, flat rack containers and flatbed trucks avoid the problems of loading from one end, vertical clearances and the lack of access to properly secure the cargo, but they present the unwelcome but necessary prospect of fully exposing the cargo to the elements, accidents, thieves and vandals. Typically, only a thin piece of canvas or vinyl tarpaulin separates the cargo from these adverse conditions. As currently designed, all flatbed trailers, flat rack containers and flatbed trucks leave loads exposed to the environment and accessible for damage, pilferage and theft.

A need exists for a safer, more secure, more efficient and more flexible solution to move cargo that now needs to move on a flatbed trailer, flat rack container or truck.

SUMMARY OF THE INVENTION

The invention includes a two-piece (deck and lid) intermodal marine, highway, rail and air transportable, ISO 668 and 1496 compliant shipping container having two primary components - the deck and the lid fastened together with vertical locking systems with twist locks and corner castings at the four corners of the container deck and lid.

The two-piece container has the following features:

Scalable designs are capable of being produced in but not limited to all industry standard sizes including: 20', 40', 45', 48', 53' lengths, 8' and 8'6" widths, and 4'3", 4'9", 8', 8'6" and 9'6" heights.

A lid or top section is comprised of but not limited to industry standard steel construction with corrugated steel sides, end panels, and roof panel, side beams, corner posts, corner castings at all eight corners to permit handling and lifting, moving, lowering and stacking by all standard container handling equipment.

The lid can be fitted with fork tubes or lifting rings in the lid to permit the lifting of only the lid by a fork lift or other lifting device.

The lid can be constructed without doors or with cargo and access doors of varying sizes at either end or both ends. The bottom surface of the lid can be fitted with a flexible seal to maintain watertight integrity of the interior

A deck or base section is comprised of but not limited to industry standard steel construction side rails, end rails, cross members, steel or plywood floor. Corner castings are installed at lower four corners

The deck is constructed to be used independently as a platform or pallet and can be used with or without the lid attached.

The deck can be outfitted with one or more sets of fork tubes to allow it to be picked up by a fork truck in either a loaded or unloaded condition

A vertical locking system installed at each corner of the deck component is mounted above and supported by the lower corner castings. The verticial locking system has twist lock devices with operating handles mounted inside reinforced housings.

In operation, the twist locks in the deck top corner castings engage lower corner castings at each of four corners of the lid component. When the handle is rotated, the twist lock in the deck locks securely inside the corner casting in the lid and holds the two components together as one unified unit. Physical locking devices on vertical lock handles prevent accidental opening and attempted theft.

The floor of the deck can be made of but is not limited to either a flat steel, wood or plywood or a recessed steel construction.

The floor is outfitted or surrounded with recessed or surface mounted tie-down points or D-rings when used collectively are know as the Perimeter Tiedown

System™.

The invention allows shippers to load any type of cargo directly to the deck of the two-piece container without having to pass the cargo through width and height restricted door openings. By providing this capability of sides, ends or top loading of cargo onto an open deck, shippers can now ship cargo in a completely enclosed intermodal shipping container. Shippers previously had to ship large items as deck cargo or on an uncovered flat rack-type platform. That left the cargo unprotected and subjected to theft or the elements. Alternatively, shippers had to disassemble items in order to pass them through the door opening. Further, when cargo is end loaded through the doors of a normal shipping container, the cargo is frequently not properly secured, due to lack of room for cargo handlers to get inside with the cargo loaded.

With its Perimeter Tiedown System installed, this invention permits the complete and thorough securing of the cargo load from outside the container while the lid is removed. Once the cargo is properly secured, the lid can be reinstalled, and the container and cargo are ready for transport. In any instance, cargo can be loaded and unloaded in a far more expedient manner than with a typical single unified piece rear-doored container. The ability to load from the top or from the sides or ends also reduces the probability of damage to the cargo and to the container itself.

This two-piece container also provides an increase level of security in many ways. When the two-piece container is configured without access or cargo doors, the cargo is virtually immune to external tampering, vandalism and theft. The cargo cannot be accessed without removal of the lid. If fitted with access doors, the cargo load may be far larger than the door opening and cannot be removed from the container.

The standard single piece rear door loading shipping containers make the level of effort to load large, awkwardly shaped cargo time consuming and dangerous, and subsequently provide, after loading, inadequate means of securing the cargo inside the containers.

This invention improves loading time, securing cargo and container safety. When not outfitted with access or cargo doors, the two-piece container provides a far greater level of physical security to the cargo inside, and this deters, inhibits or limits the probability of cargo theft, vandalism or smuggling.

The new recessed floor option provides shippers with additional vertical space that is not available in typical end-loading doored containers. Throughout the specification and claims the "corner castings" are meant to include "corner fittings". Corner fittings may be made of welded plates and have form and function identical to corner castings.

The new two-piece intermodal shipping container has a deck and a lid. The deck has a frame with deck vertical locks at upper corners of the deck, and a floor connected to the frame. The lid has a bottom surface for engaging the deck and lid lower corner castings at bottoms of the lid corners.

The lid lower corner castings are alignable with the deck vertical locks when joining the lid and the deck. The vertical locks connect and secure the lower corner castings of the lid to the vertical locks of the deck.

The lid further has a lid frame having corner posts connected to the lower corner castings. Upper corner castings are connected to tops of the corner posts opposite the lower corner castings. Side and end beams interconnect the corner posts. Side, end and roof panels are connected to the corner posts. In one embodiment, one of the end walls has lockable cargo doors connected to the corner posts. Fork lift tubes are connected to the lid frame near upper portions of the lid member.

In one example, the floor is recessed in the deck and is surrounded by the side and end beams. Cargo tiedown points or rings are connected to the floor or to the side and end beams of the deck to secure cargo on the deck. The deck bottom corner castings are alignable and are connectable with intermodal shipping container connectors on marine, land, rail and air carriers or with upper corner castings on lids of the new two-piece containers or with upper corner castings of conventional intermodal shipping containers when the new containers are stacked with other new containers or conventional containers. The lid and deck connectors have twist locks permanently installed in the vertical lock housings on the deck. The deck vertical lock housings and bottom corner castings are connected together.

The new intermodal shipping deck has a frame with corners and side beams. The side beams of the frame of the deck member have fork lift openings. End beams are connected between ends of side beams and cross members connected between the side beams. A floor is mounted on the cross beams. Corner structures are connected to the side beams and the end beams at the corners of the frame. The corner structures of the deck frames have vertical lock housings and bottom corner castings at lower ends of the corner structures. The bottom corner castings are connectable to carriers and to upper corner castings of intermodal shipping containers.

The floor is recessed in one example of the new deck and is surrounded by the side and end beams. Cargo tiedown points or rings are connected to the side and end beams or to edges of the floor to secure a load on the deck.

Twist locks are permanently installed in the vertical lock housing of the deck for selectively moving between engaging and connecting and disengaging and disconnecting the lower corner castings of the lid with the vertical lock structures of the deck. The twist locks lock when engaging and connecting the lower corner castings of the lid with the top corner castings of the deck.

The invention provides a new method of transporting cargo by combining the practical elements of a flatbed trailer with the protective elements of an enclosed trailer or shipping container. It does this by adapting the bottom / deck component of a two piece shipping container for use in a permanent or temporary application as a flatbed trailer when mounted to a standard container chassis. When attached to the container chassis with the normal twist lock devices on the chassis, a two piece intermodal shipping container base becomes a flatbed trailer deck. By adding the container lid of the two piece container, the flatbed trailer becomes a covered, fully enclosed cargo conveyance that protects the loaded cargo from the elements, theft, vandalism, and general damage caused by uncovered transport - exactly in the same way as a typical fully enclosed shipping container or truck trailer would do.

This invention solves problems of the prior art by providing a new, fully accessible open flatbed deck that is adapted to make use of the standard container chassis. When combined with a lid, the invention creates a great new 'flatbed, with a lid' concept, offering the efficiencies of open loading of a flatbed combined with the complete covered protective security of a shipping container. With this invention, after fitting it to a standard container chassis, it can be loaded by machines without any heigth restrictions. The cargo may be loaded over the sides and ends of the flatbed platform. The cargo may be loaded to the full permissible internal or extermal height without leaving space for lifting and lowering loads when loading or unloading cargo. Tie down and other means of securing the cargo is easily accomplished as the cargo is loaded and prior fitting of the lid.

The new invention enables unused or low utilization container chassis to serve a secondary function as a flatbed trailer and develop a greater return on investment for the chassis trailer. The invention allows a container chassis to be dual-purposed as both an open-top flatbed trailer, and as a fully covered shipping container, in operating scenarios that save time, minimize handling costs and eliminate cargo damage or loss. The invention provides optimization of chassis assets and provides more flexibility and cargo optimization for the owners and operators of this equipment - while still allowing the chassis to be used for the purpose of transporting intermodal shipping containers.

The new container base flatbed deck has corner castings with twist

lock-receiving openings at lower corners that attached to twist locks on trailer chassis. The flatbed deck is secured to the truck trailer chassis at the front and rear corners by twist lock devices according to requirements of the U.S. Department of Transportation Federal Motor Carrier Safety Administration for connecting intermodal containers to truck trailer chassis and relevant ISO standards . Corner castings on the upper corner of the deck have twist locks for attaching to lower corner castings on the two piece container lids. When the rigid three-dimensional (five sided / open bottom) lids are placed over the cargo and locked in place, the cargo is secure from damage, theft and pilfering. Physical locks and seals can be used on each of the four cornertwist lock operating handles to ensure the two deck and lid componenets cannot be physically separtated by unauthorized personnel. Waterproof seals are fitted between the flatbed deck and lid to prevent environmental damage. The lids fitted to the flatbed deck can be configured with or without cargo loading and human access doors as necessary to manage the cargo loads.

When fully assembled as a certified unit, the two piece deck and lid shipping container can be used for cargo shipment in a true multi-modal, highway, rail and sea scenario. This invention can be built and used in multiple lengths, widths and heights. If built to be compliant with standard shipping container lengths, including 20', 40' 45' 48' and 53' and in normal trailer or container widths, principally 8'0" and 8'6", and heights normally of 9'6" or less, they can be seamless used for intermodal transport . Use of the new flatbed deck in these standard container sizes allows for cargo to be easily loaded for intermodal shipment onto the deck component for transportation by truck, then when the lid is installed, the new flatbed deck can be disconnected from the trailer chassis, forming an intermodal container that can now be shipped as ocean freight, without ever having to remove, repack or cross-deck the cargo in a transshipment or consolidation facility.

In all lengths and widths, the converted flatbed deck can be subdivided to hold multiple lids of the same or different lid sizes. For examples, a 40' deck can house two 20' lids, and a 20' flatbed can hold two 10' lids, and so forth. Modular lid units are fitted with the same type of twist lock physical attachement points as the deck to allow complete compatibility with the other components of the lid and the chassis and easily all them to be locked down on the deck componenet that is secured to a truck or trailer chassis utilizing the same types of twist locking devices. This allows the use of a standard intermodal container chassis in the 'as is' configuration without any modifications for specific use in this invention. Retractable, normal or zero-clearance twist locks can be used to secure the lid or lids to the single flatbed deck.s.

With the lids removed or not utilized, the flatbed deck creates a totally flat cargo loading surface. The deck of the two piece container is outfitted with a variety of user-defined flush mounted or raised perimeter and centerline cargo tie down points or otherwise located cargo tie down points to assure cargo security in transit. In the multi-lid application, provisions for physically locking the lid or lids to the deck prevent unwanted removal of the lids from the deck and exposing the cargo to the environment, theft or damage is similar as described above for physically locking and preventing the movement of the twist lock devices. For stability of the lids in the multiple-lid configuration, side operated boxx-to-Boxx interbox connector type twistlock devices are used at the top corners of the lids to solidly lock the individual lids together into one united structure for transport.

When completely assembled the complete unit is able to be transported and utilized as multiple, covered flat bed units. The flatbed deck allows normally uncovered flatbed cargo to be shipped under the fully enclosed lid, protecting the cargo from weather, pilferage, damage and theft. As the invention allows the use of modular lid units of various lengths on a single deck, the invention easily facilitates the use of a flatbed trailer for covered, protected LTL (less than container load) cargo shipment, by allowing segregation of the cargo into numerous smaller sized but still covered loads. The invention provides shippers and third party logistic providers the ability to sort, consolidate and prioritize materials or goods destined for a particular distribution point in a smaller container space so that unloading would be enhanced and they would not have to unload other goods from inside the longer container.

By the installation of fork lift tubes in each lid, the invention permits the use of smaller forklifts and lifting devices to remove the smaller lids, and significantly expedite the loading and unloading process for the cargo.

These and further and other objects and features of the invention are apparent in the disclosure, which includes the above and ongoing written specification, with the claims and the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Figures 1-4 are perspective and exploded views of the two-piece container with the vertical locking system and recessed floor. Figure 1 shows a birds-eye view of two-piece container with both pieces fit together as one. The container appears as a secure storage apparatus.

Figure 2 is a view of how the two pieces look when separated. The lid is lifted vertically from the deck, a method avoiding damage that would result from

horizontally sliding off of the lid.

Figure 3 is a view of how the two pieces look separated, showing the deck component free and without any inhibiting sides preventing the loading of large or uniquely shaped cargo.

Figure 4 is a final exploded view of the two-pieces separated and next to each other. Figure 5 is a side elevation of the new two-piece shipping container with the vertical locking system. Doors on either end panel allow easy access to load additional cargo without necessitating the two pieces be detached. The doors also allow convenient access to the cargo already within the container.

Figure 6 is an end elevation of the lid component with doors at one end, providing a wide enough opening to accommodate additional cargo of size less than the door frames. The doors slide open and closed smoothly along their bottom frame.

Figure 7 is a perspective view of the deck component with a recessed floor and vertical locks. The lowered floor accommodates taller loads, and the partially elevated sides prevent the sliding off of loaded cargo before the lid is attached.

Figure 8 is a perspective detail of a corner of the new two-piece container with a vertical lock in unlocked position. It shows the straightforward, simple yet secure mechanism for holding the lid in place.

Figure 9 is a side elevation detail of the new two-piece container with a vertical lock shown cutaway in an unlocked position.

Figure 10 is a perspective view of the new two-piece container with a vertical lock in locked and secured position. This shows how easily the lid can be locked on and unlocked from the deck with proper access, whenever necessary. Figure 11 is an end elevation of the new two-piece container with vertical locks in unlocked positions. When locked together, it is difficult to tell the two pieces separate, giving the impression of formidable protection against theft or entrance.

Figure 12 is a perspective view of the lid with lifting rings on the top and doors at both ends that allow for the lid to be easily removed if and when cargo does not fit through the doors. The rings permit the lifting and lowered of the lid for allowing the cargo to take advantage of the entire space within the container. The size of the cargo is not limited to the size of the door frame.

Figure 13 is a side elevation of the lid with fork tubes for lifting the lid. On the occasion that the whole container needs to be lifted with both pieces connected and locked, the fork tubes are more secure than the rings, permitting greater weight to be lifted.

Figure 14 is a perspective view of a flatbed trailer truck with a flatbed deck constructed according to the invention.

Figure 15 is a perspective view of the flatbed trailer truck of Figure 1 which has been loaded and a schematic representation of a lid being placed on or removed from the flatbed trailer.

Figure 16 is a side elevation of the flatbed deck and a joined lid as shown in Figures 1 and 2.

Figure 17 is a side elevation of the lid lifted from the flatbed as shown in Figures 1-3. Figure 4 shows a 40' single piece lid unit with forklift tubes in the top for handling the lid and fork tubes in the deck for moving the deck onto and off the chassis.

Figure 18 is a detail of a one of several tie down points located around the periphery of the deck.

Figures 19 and 20 are corner details of flatbed deck frames showing lid-to-flatbed deck locks and end-to-end lock receivers or corners. Boxx-to-Boxx twistlock devices are used at the top corners of the lids and at the bottoms of the lids as desired to firmly connect the individual lids together into one united structure for transport. Figures 21-23 show side-to-side locks between lid corners and bases for use when more than one lid is secured on a new flatbed deck. When completely assembled, the complete unit is able to be transported and utilized as multiple, covered flatbed units. Figure 8 shows a depiction of a 40' modular three lid fully assembled unit.

Figure 24 is a side elevation of three new end-to-end locked lids locked to a new flatbed deck.

Figure 25 is a side elevation of three new end-to-end lids.

Figure 26 is a perspective cross-sectional view of three new end-to-end lids locked on a new flatbed deck.

Figure 27 is an elevation of the two new lids locked end to end.

Figure 28 is an elevation of the two new locked end-to-end lids locked on a new flatbed deck.

Figure 29 is a perspective cross-sectional detail of two new end-to-end locked lids locked on a new flatbed deck.

DETAILED DESCRIPTION

Figures 1-4 are perspective and exploded views of the two-piece container 10 with the vertical locking system 50 and a recessed floor 24 in the deck 20.

Figure 1 shows the complete two-piece container 10 with a deck 20 and a lid 30. One end 32 of lid 30 has vertically hinged doors 34 for cargo handling and inspection. Doors 34 may be eliminated or may be provided at both ends of the lid.

Figure 2 shows deck 20 unlocked from lid 30 and the lid slightly raised from the deck. The deck 20 has fork tubes 22 and has a recessed floor 24 for increasing floor to ceiling height inside the container.

Figures 3 and 4 show the raised lid 30 being displaced sideways from the deck 20. Placing the lid 30 to a side of the deck 20 facilitates loading cargo on the deck from either end or either side. Placing the lid 30 away from the deck 20 provides easy access for moving cargo onto or off the deck and for access to the tie-downs for securing the cargo straps and nets to rings and mountings along sides and ends of the deck 20.

Figure 5 is a side elevation of the new two-piece shipping container 10 with the vertical locking system 50. The deck 20 and lid 30 are secured at upper corners 28 of the deck and lower corners 36 of the lid. Lower corner castings 26 cooperate with carriers or with other containers. Access doors 34 are shown at both ends of the lid 30. Deck 20 has fork tubes 22 for moving the deck or the entire container 10 with a forklift. Doors 34 on lid 30 are shown opened for access to an interior of the container. Lid 30 has corrugated steel side panels 38 and internal side beams.

Figure 6 shows the lid component 30 with doors 34 at one end 32. Corner posts 40 are welded to corner castings 42 at all eight corners of the lid 20. Side and end beams are joined to the corner posts, and door supporting beams 48 are welded to the corner posts.

Figure 7 shows the deck component 20 with a recessed floor 24 and vertical locks 50. The deck 20 or base section is comprised of but not limited to industry standard steel construction side rails, end rails, cross members, steel or plywood floor. Corner castings 52 are installed at lower four corners 28 of the deck The deck 20 is constructed to be used independently as a platform or pallet and can be used with or without attaching the lid.

The deck 20 can be outfitted with sets of fork tubes 22 to allow it to be picked up by a fork truck in either a loaded or unloaded condition

A vertical locking system 50 is installed at each corner of the deck component 20. The vertical locking systems 50 are mounted above and are supported by the lower corner castings 52. The vertical locking systems have twist lock devices 54 with operating handles 56 mounted inside reinforced housings 58.

In operation, each twist lock 54 in the deck 20 engages a corner casting 42 at each of four lower corners of the lid component 30. When the handle 56 is rotated, the twist lock 54 in the deck 20 locks securely inside the corner casting 42 in the lid 30 and holds the two components together as one unified unit 10. The floor 60 of the deck component 20 can be made of but not limited to either a flat steel or plywood floor or a recessed steel construction floor 24.

The floor 60 is outfitted with or without recessed or surface mounted tie-down points 66 or D-rings, which when used are known collectively as the new Perimeter Tiedown System™. The Perimeter Tiedown System is not available in ordinary end door loaded cargo containers, where the cargo that has been loaded restricts access to inner sides of the containers.

Figure 8 is a perspective view detail and Figure 9 is a side elevation partially in cutaway of a corner of the new two-piece container 10 with a vertical lock 50 in unlocked position. A locking handle 56 is shown rotated outward in the unlocked position to receive or release an extended lower corner casting 42 of a lid 30. With the handle 56 in an outward, perpendicular position, a lid 30 may be lowered onto the deck 20 or lifted from deck 20 to open the container 10. The handle 56 is returned to the parallel, inward, closed position when the deck is being unloaded or loaded with cargo. The inward position of the handle prevents interference with cargo handling equipment and prevents the handle or lock from being damaged. The handle 56 is moved to the outward, perpendicular, open position before a lid 30 is lowered onto the deck 20.

As shown in the details of Figures 8 and 9, deck 20 at each corner has a corner assembly 70 that includes an upper reinforced vertical locking system 50 and a bottom corner casing 52. Each housing of the vertical locking system 50 is welded to a top of a bottom corner casing 52. Lower corner casings 42 on a lid 30 extend slightly downward from the corner posts 40 and from lower edges of the lid 30.

The lower corner casings 42 of the lids 30 extend slightly downward into recesses in the upper corners of the deck 20 above the deck corner assemblies 70. The vertical locking system 50 at each corner of the deck 20 has a twist lock 80 with an upward extending rotatable pin 82. The pin has an oval head 84 which fits into an oval opening in a horizontal plate that is part of the corner casting 42. When the handle 56 is moved outward, the oval head 84 is aligned with the oval opening and the twist lock 80 is unlatched. When the handle 56 is turned parallel to the side of deck 20, the rotatable pin 82 is turned, and the oval head 84 is misaligned with the oval opening, locking the twist lock 80 in the corner casting 42 of lid 30.

Figure 10 is a perspective view detail of the new two-piece container 10 with the twist lock handle 56 locked and secured. Figure 10 shows the twist lock 80 at one corner of the deck 20 with lid 30 in place. A housing 86 for twist lock 80 is welded to the top of corner casting 52. Welded together, the twist lock housings 86 and the corner castings 52 form corner assemblies 70 that act as corner posts of the deck 20. Physical locking devices 90 on vertical locking system handles 56 as shown in Figure 10 prevent opening by accident or attempted theft.

Figure 11 shows a container deck and lid end view with unlocked doors open. The lid 30 is shown positioned on deck 20. An access door 34 at one end of the lid is open. The twist lock handles 56 are shown in the open position. Tabs 57 on the handles 56 are used to lock the handles to sides of the deck 20 when the twist locks are closed to prevent unauthorized raising of the lid 30.

Figure 12 is a perspective view of the lid 30 with lifting rings 21 and doors 34 at each end. Lid 30 has lifting rings 31 connected to strengthened parts 33 of the lid's roof. Lifting rings 21 enable the lid 30 to be lifted from the deck 20 with conventional equipment.

Figure 13 is a side elevation of the lid 30 with fork tubes 39 in the lid. Fork tubes 39 extend through sides of the lid 30 near the top to enable the lid 30 to be lifted from a deck when the twist locks are open. Alternatively, the entire new container - the deck and the joined lid - may be lifted using the fork tubes 39.

Figure 14 is a perspective view of a flatbed deck installed on a container chassis-style trailerr- with attached tractor truck 101 with a flatbed deck 110 constructed according to the invention and connected to the trailer 102. The trailer has a chassis 104 with twist locks 108 at corners on which a new flatbed deck 110 is mounted. The new flatbed deck 110 has a frame 112 on which deck plates 114 are secured for carrying cargo. The new flatbed deck 110 has lift fork access tunnels 116 so that the deck may be lowered into or lifted from the chassis 104 with or without cargo on the flatbed deck 110. The chassis has twist locks 108 at its corners to engage corner castings 118 on lower corners of deck 110 to lock the deck to the trailer chassis 104 or to unlock the deck from the chassis.

The connections between the trailer chassis 104 and the new flatbed deck 110 may be similar to the connections between the bases of intermodal cargo containers and trailer chassis. For example, trailer chassis 104 are often constructed with two parallel longitudinal steel I-beams extending front to rear with interior cross-members welded as trusses and traversely extending front and rear supports which are locked by twist locks 108 to the bases of the intermodal cargo containers. The new flatbed deck has twist lock-receiving corner castings 118 at corners of the deck 110 that cooperate with twist locks 108 to lock the new flatbed deck to the trailer chassis 104. Twist locks 119 at upper corners of the deck 110 are used to lock a rigid three-dimensional cover on the deck.

Figure 15 is a perspective view of the flatbed trailer 102 of Figure 14 which has been loaded. A schematic representation shows a lid 130 being placed on flatbed trailer 102. Cargo 120, which would be difficult to load from an end of a covered trailer, is shown loaded on the new flatbed deck 110. Lid 130 is being lowered to the deck 110 to protect the cargo. The lid has twist lock-receiving corner castings 138 at its upper and lower corners. The twist lock-receiving corner castings 138 at the lower corners of the lid 130 are used to lock the lid to the twist locks 119 at the corners of the flatbed deck 110. Levers provided in the flatbed twist locks 19 after being twisted into locked position are further lockable to prevent unauthorized removal of the lid 130.

Figure 16 is a side elevation of the flatbed deck 110 and a joined lid 130 as shown in Figures 14 and 15. The lid 130 has fork tunnels 136 near its top for lifting and lowering the lid 130 with standard fork lifts. The lift fork tunnels 116 in the new deck 110 are used to raise and lower the deck from and onto a truck chassis or to lift or lower the entire deck 110 and lid 130 assembly with any cargo inside.

Figure 17 is a side elevation of the lid lifted 130 from the flatbed deck 110. The 40' lid 130 has forklift tubes 136 in the top for handling the lid and forklift tubes 116 in the deck 110 for moving the deck onto and off the truck trailer chassis. The lid 130 is shown raised from the flatbed deck 110.

In addition to the use of a two piece container base as a covered trailer flatbed deck 110, this invention can be used in multiple standard shipping container lengths including 20', 40' 45' 48' and 53' as well as multiple container widths, principally 8'0" and 8 '6" widths standard to normal over-the-road truck/trailer transportation. In all lengths and widths, the new flatbed deck can be subdivided to hold multiple different lid sizes. A 40' deck can house two 20' lids; a 20' new flatbed deck can hold two 10' lids, and so forth.

The modular lid units 130 are locked down on the chassis deck 110 utilizing the same types of twist locking devices currently being used to lock down standard shipping containers to truck trailer chassis. This allows the use of a standard intermodal container carrier trailer chassis in the present configuration without any modifications. Retractable twist locks, fixed and zero-clearance twist locks on the deck are used to secure the lid or lids of the two piece container to the new flatbed deck to create a totally flat bed when the deck is used without the lid. Lower corner castings of the new flatbed decks are secured by twist locks on the trailer chassis.

The deck of the two piece container is outfitted with a variety of flush mounted or raised perimeter and centerline or otherwise located cargo tie down points to assure cargo security in transit.

Figure 18 is a detail of a one of several tie down points located around the periphery of the deck. D-ring tie downs 140 are flush mounted or raised on the perimeter and center line or otherwise located at tie down points to assure cargo security in transit. Side and front end tie downs normally are not accessible after loading cargo in conventional covered trailers.

Figures 19 and 20 are corner details of flatbed deck frames 112.

Cross-members 111 extend between I-beams 113 at sides and ends of the deck frame 112. Frame-mounted D-ring tie downs 140 are accessed through recesses or openings in the deck plates. Tie downs 140 are welded to the frame members before the deck plates 114 shown in Figure 14 are secured to the frame. Corner castings 118 at lower corners of the deck frame 112 are secured by twist locks 108 on a truck trailer chassis. Twist locks 119 at upper corners of the deck frame retract 121 and extend 123 as shown in Figures 19 and 20 for providing a flat deck and then connecting to lid corner castings.

Figures 21-23 show side-to-side locks 160 between lid corner castings 138 for use when more than one lid is secured on a new flatbed deck. When completely assembled, the complete unit is able to be transported and utilized as multiple, covered flatbed units. Figure 21 shows a depiction of a 40' modular three lid fully assembled unit. Twist locks 160 having oppositely projecting lugs are inserted in lateral lock-receiving openings in corner castings 138 at upper and lower corners of lids 164 to secure the lids end to end. End-to-end lock-receiving corner castings are shown. Boxx-to-Boxx twistlock devices 160 are used at the top corners of the lids and at the bottoms of the lids as desired to firmly connect the individual lids together into one united structure for transport. The twist lock-receing corner castings 138 have oval openings through which oval lugs are extended into adjacent oval openings of abutted locks. The lugs are then twisted 90° to secure the abutted locks together.

Figure 24 is a side elevation of three new end-to-end locked short lids 130 locked to a new flatbed deck. Twist locks 160 are used between adjacent short lids to maintain the stability during transportation. Bottom corner castings 138 on short lids fit in recesses in sides of the new flatbed deck 110 and are secured by twist locks 119 secured along sides of the deck 110. The single unit with deck 110 and three lids may be lifted and transferred to another position by a fork lift.

Figure 25 is a side elevation of three new locked end-to-end lids 130. Figure 26 is a cross-sectional perspective view of three new end-to-end lids 130 locked on a new flatbed deck. Three individual lids are connected to the flatbed deck 110. Fork insertion tubes 136 for lifting and lowering the lids are shown under the tops of the lids. Fork insertion tubes 116 are shown in the frame 112 of the flatbed deck 110 for lifting the deck and placing it on or removing it from a chassis of a trailer. Deck corner castings 118, twist locks 119 and lid corner castings 138 on adjacent corners of the flatbed deck 110, lids 130 and tie downs 140 are shown in the cross-sectional view.

Figure 27 is an elevation of the two new lids 130 locked end to end. Two lids 130 are joined by twist locks 160 between adjacent corner castings 138.

Figure 28 is an elevation of the two new end-to-end lids 130 locked on a new flatbed deck. Two lids 130 joined by twist locks 160 are secured on the lids 130 which are secured on the flatbed deck 110 by cooperating twist locks 119 engaging lower corner castings 138. Fork-receiving tubes or tunnels 116 in the new flatbed deck 110 and fork-receiving tubes 136 in the tops of the lids 130 are shown.

Figure 29 is a perspective cross-sectional detail of two new end-to-end locked lids 30 locked on a new flatbed deck 110. The deck frame 112 has fork-receiving tubes 116. The lids 130 have fork-receiving tubes 136. Adjacent corner castings 138 on the lid are locked to each other. Lower corner castings 138 are held by twist locks 119 on the deck 110. The deck 110 is locked to a trailer chassis by chassis twist locks inserted in deck lower corner casings 118.

When attached via the twist lock devices 108 on the truck chassis 104, the deck 110 of the two piece shipping container becomes a flatbed trailer deck. By adding the container lid 130, the flatbed trailer becomes a covered cargo conveyance that protects the loaded cargo from the elements, theft, vandalism, and general damage caused by uncovered transport.

Intermodal equipment trailers having roadability often have chassis with strong longitudinal beams visible under a container and strong front and rear cross beams. The strong front and rear cross beams have twist locks at the four corners of the trailer. The four twist locks connect to corner castings at the four lower corners of an intermodal container that is carried on the trailer chassis.

The new invention connects a flatbed deck to the intermodal equipment trailer chasis. The flatbed deck has four corner castings below four twist locks. In one form, the twist locks are retractable to provide an absolutely flat deck to facilitate loading and unloading. The lower corner castings are connected to the corner twist locks of a trailer chassis. After cargo is loaded onto the new flatbed deck, a rigid three-dimensional lid is lowered onto the flatbed deck.

The rigid lid has corner castings at its four corners that cooperate with the twist locks at the four corners of the new flatbed deck. The lid corner castings are recessed into lower corners of the lid so that the entire longitudinal and end edges of the lid seat and seal to the deck to prevent ingress of water or moisture.

In one form of the invention, the twist locks are recessed at corners of the new deck, and the corner castings extend slightly downward from the corners of the lid.

In one form of the invention, retractable or recessed twist locks may be positoined along opposite longitudinal edges of the new decks. Two or more short individual lids may be secured separately to the new decks so that partial loads may be individually covered and protected from the elements by the short lids which are seated and sealed to the deck by securing the lids' corner castings with the deck's twist locks.

In one form of the invention, the twist locks may be mounted on the lids to cooperate with complementary corner castings on the new decks.

Alternatively, corner castings provided in the lids and the decks may be connected with separable twist lock assemblies.

While the invention has been described with reference to specific

embodiments, modifications and variations of the invention may be constructed without departing from the scope of the invention, which is defined in the following claims.

Claims

We claim:

1. Apparatus comprising:

a two-piece intermodal shipping container having:

a deck member and

a lid member,

the deck member further comprising a frame having:

deck member corners,

deck member vertical locks at upper corners of the deck member,

corner castings at lower corners of the deck member, and

a floor connected to the frame,

the lid member having

a bottom surface for engaging the deck member,

lid member corners and

lid member lower corner castings at bottoms of the lid corners,

the lid member lower corner castings being alignable with the deck member corner castings when joining the lid member and the deck member, and

lid and deck member connectors for connecting and securing the lower corner castings of the lid member to the top corner castings of the deck members.

2. The apparatus of claim 1, wherein the lid member further comprises a lid frame having corner posts connected to the lower corner castings and upper corner castings connected to the corner posts opposite the lower corner castings and side beams connecting the corner posts..

3. The apparatus of claim 2, further comprising sides, end panels and a roof panel connected to the corner posts.

4. The apparatus of claim 3, wherein one of the end walls of the lid member further comprises lockable cargo doors connected to the corner posts.

5. The apparatus of claim 4, further comprising fork lift tubes connected to the lid frame near upper portions of the lid member.

6. The apparatus of claim 1, wherein the floor is recessed in the deck member and the floor is surrounded by the side and end beams.

7. The apparatus of claim 1, further comprising cargo tiedown points or rings connected to the side and end beams to secure cargo on the deck member.

8. The apparatus of claim 7, wherein the deck member bottom corner castings are alignable and are connectable with castings on carriers or upper corner castings on lid members or upper corner castings of conventional intermodal shipping containers.

9. The apparatus of claim 7, wherein the lid and deck member connectors comprise twist locks permanently installed in housings of the vertical locks on the deck member.

10. The apparatus of claim 7, wherein the deck member vertical locks and bottom corner castings are connected.

11. The apparatus of claim 1, further comprising fork lift openings in the side beams of the frame of the deck member.

12. Apparatus comprising:

an intermodal shipping deck,

a frame with corners, side beams, end beams connected between ends of side beams and cross members connected to the side beams, and a floor connected to cross members of the frame, deck corner structures connected to the side beams and the end beams at the corners of the frame, the corner structures further comprising vertical lock casings at upper ends of the deck corner structures and bottom corner castings at lower ends of the corner structures, and the bottom corner castings being connectable to carriers and to upper corner castings of intermodal shipping containers.

13. The apparatus of claim 12, wherein the floor is recessed in the deck member and the floor is surrounded by the side and end beams.

14. The apparatus of claim 12, further comprising cargo tiedown points or rings connected to the side and end beams to secure a load on the deck member.

15. The apparatus of claim 12, further comprising: an intermodal shipping container lid having roof, side and end panels, corners between the side and end panels, and an open bottom,

corner posts in the corners and connected to the side and end panels, side and end beams connected to the corner posts,

the corner posts having tops and bottoms,

upper corner castings connected to the tops of the corner posts,

lower corner castings connected to the bottoms of the corner posts, the lower corner castings being connectable to the vertical lock casings of the intermodal shipping deck for providing a complete shipping container.

16. The apparatus of claim 15, further comprising twist locks permanently installed in the vertical lock casings of the deck for selectively moving between engaging and connecting and disengaging and disconnecting the lower corner castings of the lid with the vertical lock casings of the deck.

17. The apparatus of claim 16, further comprising locks connected to the corner structures for locking the twist locks when engaging and connecting the lower corner castings of the lid with the vertical lock casings of the deck.

18. A method comprising:

providing a lid,

providing top, end and side panels on the lid,

providing corner posts,

connecting the roof, end and side panels to the corner posts,

providing upper and lower corner castings at tops and bottoms of the corner posts,

providing an open bottom of the lid,

providing a deck with a frame,

providing side beams and end beams and cross beams on the frame, connecting the end beams and cross beams to the side beams,

providing a deck on the cross beams, providing vertical lock casings and bottom corner castings connected to the end and side beams,

providing twist locks in the vertical lock casings,

connecting the twist locks to the lower corner castings in the lid,

turning the twist locks into engaging positions, and

securing the twist locks in the engaging positions.

19. Apparatus comprising a cargo-carrying flatbed deck having a rectangular shape and four corners, further comprising upper connectors and lower connectors at each of the four corners, the lower connectors being configured for attachment to locks at forward and rearward lateral extremities of a container-carrying trailer.

20. The apparatus of claim 19, further comprising a rigid three-dimensional lid having a rectangular base with four lower corners and a twist lock receiver at each of the four lower corners of the lid, wherein the upper connectors at each of the four corners of the flatbed deck further comprise lockable twist locks for connecting to the twist lock receivers at the lower four corners of the lid.

21. The apparatus of claim 20, wherein breakbulk cargo is partially removable from the cargo-carrying flatbed deck by releasing the twist lock receivers from the lockable twist locks raising the lid, removing a part of the cargo, securing a remainder of the cargo, lowering the lid, receiving the twist locks in the twist lock receivers, twisting and locking the twist locks and securing the cargo on the flatbed deck under the locked lid.