U.S. patent application number 09/861212 was filed with the patent office on 2001-09-27 for adjustable vehicle-carrying frame.
Invention is credited to Gearin, Peter, Leech, Everett A..
Application Number | 20010023854 09/861212 |
Document ID | / |
Family ID | 27581197 |
Filed Date | 2001-09-27 |
United States Patent
Application |
20010023854 |
Kind Code |
A1 |
Gearin, Peter ; et
al. |
September 27, 2001 |
Adjustable vehicle-carrying frame
Abstract
An adjustable frame for carrying vehicles between elongate
upright sides includes, on each side, a forward end and a rearward
end, each end including an upper and lower rail section joined by
elongate brace members, where the respective ends are separated
from one another and a length-adjusting insert is carried between
such ends to selectively permit adjustment of the position of the
forward end relative to the rearward end while maintaining the ends
in end-to-end alignment. On each side of the frame, preferably at
least one of the upper rail sections has an end portion defining an
open-ended hollow tube extending lengthwise of that side within
which an elongate arm of the length-adjusting insert is slidably
moveable so that structures on the outside surfaces of the rail
sections will not interfere with length adjustment. Preferably, on
each side, the upper and lower rail sections of the respective ends
together define longitudinally aligned upper and lower pairs of
open-ended tubes in which are slidably received an upper and lower
pair of arms of the length-adjusting insert, thereby permitting the
insert to remain permanently in position on each side regardless of
the length selected. Preferably, also, the forward and rearward
ends of the frame are lockable to the arms of the insert while
keeping the insert centered longitudinally with respect to each
side.
Inventors: |
Gearin, Peter; (Portland,
OR) ; Leech, Everett A.; (Oregon City, OR) |
Correspondence
Address: |
Jacob E. Vilhauer, Jr., Esq.
Chernoff, Vilhauer, McClung & Stenzel
1600 ODS Tower
601 S.W. Second Avenue
Portland
OR
97204
US
|
Family ID: |
27581197 |
Appl. No.: |
09/861212 |
Filed: |
May 17, 2001 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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09861212 |
May 17, 2001 |
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09617743 |
Jul 17, 2000 |
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6260718 |
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09617743 |
Jul 17, 2000 |
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09267930 |
Mar 11, 1999 |
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6119877 |
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09267930 |
Mar 11, 1999 |
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09042268 |
Mar 13, 1998 |
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5909816 |
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09042268 |
Mar 13, 1998 |
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08837054 |
Apr 11, 1997 |
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5765701 |
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08837054 |
Apr 11, 1997 |
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08686685 |
Jul 26, 1996 |
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5630515 |
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08686685 |
Jul 26, 1996 |
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08520747 |
Aug 28, 1995 |
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5553716 |
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08520747 |
Aug 28, 1995 |
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08433629 |
May 3, 1995 |
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5470490 |
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08433629 |
May 3, 1995 |
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07871288 |
Apr 20, 1992 |
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5417332 |
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07871288 |
Apr 20, 1992 |
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07720893 |
Jun 25, 1991 |
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5105951 |
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07720893 |
Jun 25, 1991 |
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07500476 |
Mar 28, 1990 |
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5040938 |
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07500476 |
Mar 28, 1990 |
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07261504 |
Oct 24, 1988 |
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4963067 |
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07261504 |
Oct 24, 1988 |
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06943688 |
Dec 18, 1986 |
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4797049 |
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Current U.S.
Class: |
211/85.8 ;
211/190; 410/16; 410/18; 410/9; 414/400; 414/572; 414/756 |
Current CPC
Class: |
B65D 88/005 20130101;
B65D 88/022 20130101; B65G 2201/0294 20130101; B65D 88/121
20130101; B65D 88/123 20130101; B61D 3/20 20130101; B61D 3/18
20130101; B60P 3/08 20130101; B65D 2585/6867 20130101; B60P 3/07
20130101 |
Class at
Publication: |
211/85.8 ;
211/190; 414/400; 414/572; 414/756; 410/9; 410/16; 410/18 |
International
Class: |
A47F 007/00 |
Claims
1. A frame assembly adapted to support an elevated wheeled vehicle
while being loaded into and contained within a three-dimensional
cargo-carrying enclosure having an opening and a floor, said frame
assembly comprising: (a) a frame having a vehicle support structure
capable of supporting at least a first vehicle longitudinally upon
said frame in an elevated condition and having a space for
containing at least a second vehicle longitudinally at least
partially beneath said first vehicle when said first vehicle is in
said elevated condition so that said first vehicle and said second
vehicle are at respective different elevations, said frame being
insertable longitudinally into said enclosure through said opening
while at least said first vehicle is supported upon said frame in
said elevated condition by said vehicle support structure; (b) said
frame with said first vehicle thereon in said elevated condition
being insertable into said enclosure while supported by movable
engagement with said floor of said enclosure and while said frame
holds said vehicle at a predetermined longitudinal inclination
relative to said floor.
Description
[0001] This application is a continuation of U.S. patent
application Ser. No. 09/617,743, filed Jul. 17, 2000, which is a
continuation of U.S. patent application Ser. No. 09/267,930, filed
Mar. 11, 1999, now U.S. Pat. No. 6,119,877, which is a continuation
of U.S. patent application Ser. No. 09/942,268 filed Mar. 13, 1998,
now U.S. Pat. No. 5,909,816, which is a continuation of U.S. patent
application Ser. No. 08/837,054 filed Apr. 11, 1997, now U.S. Pat.
No. 5,765,701, which is a continuation of U.S. patent application
Ser. No. 08/686,685 filed Jul. 26, 1996, now U.S. Pat. No.
5,630,515, which is a continuation of U.S. patent application Ser.
No. 08/520,747 filed Aug. 28, 1995, now U.S. Pat. No. 5,553,716,
which is a continuation of U.S. patent application Ser. No.
08/433,629 filed May 3, 1995, now U.S. Pat. No. 5,470,490, which is
a continuation of U.S. patent application Ser. No. 07/871,288 filed
Apr. 20, 1992, now U.S. Pat. No. 5,417,332, which is a
continuation-in-part of U.S. patent application Ser. No. 07/720,893
filed Jun. 25, 1991, now U.S. Pat. No. 5,105,951, which is a
continuation of U.S. patent application Ser. No. 07/500,476 filed
Mar. 28, 1990, now U.S. Pat. No. 5,040,938, which is a continuation
of U.S. patent application Ser. No. 07/261,504 filed Oct. 24, 1988,
now U.S. Pat. No. 4,963,067, which is a continuation-in-part of
U.S. patent application Ser. No. 06/943,688 filed Dec. 18, 1986,
now U.S. Pat. No. 4,797,049.
BACKGROUND OF THE INVENTION
[0002] The present invention relates to the adjustability of
elongate frames of the type which have a generally open-sided
construction making possible the loading of two or more tiers of
vehicles onto the frame and which, after being loaded, are adapted
for insertion into a standard cargo-carrying container for
shipment.
[0003] Frames of the above type are shown, for example, in Gearin,
et al. U.S. Pat. Nos. 4,768,916 and 4,797,049. A newer model of
this type of frame is shown in Halpin, et al., U.S. patent
application Ser. No. 784,902, filed Oct. 30, 1991. In each of these
disclosures, the frame shown is of a generally open-sided box-like
construction where each side of the frame includes a
longitudinally-extending upper and lower rail. Both at the corners
of the frame and at longitudinally-spaced positions therebetween,
upright brace members are used to connect together the upper and
lower rail. At the ends of the frame, the sides are connected
together such as by a spreader bar or by a two-panel
centrally-hinged gate that is capable of being folded inwardly in
order to collapse the sides of the frame.
[0004] In order to support vehicles on the above-described type of
frame, respective pairs of elongate wheel cradles are suspended
across the respective sides of the frame to support the forward and
rearward wheels of each vehicle. In particular, each end of each
wheel cradle is supported by an end hanger which, in turn, is
vertically slidable and adjustably lockable along a tension member
suspended by its upper end from the upper rail of the frame. The
vertical slidability of the end hangers makes possible
power-assisted vertical lifting of each vehicle by the hangers. The
upper ends of the respective tension members are, in turn,
longitudinally movable along the upper rails in order to compensate
for differences in vehicle wheel base as well as to allow tilting
of the vehicles. An elongate plate having numerous openings or
slots spaced therealong is affixed to the inward edge of each upper
rail, each opening or slot providing a different pinning or locking
position for each tension member.
[0005] A difficulty with the above-described type of frame relates
to the differing sizes of the containers that are encountered at
different vehicle loading and unloading stations. In particular,
cargo-carrying containers that are 40 feet, 45 feet, and 48 feet in
length may be encountered. The present frames of fixed dimension
are required to have a length no longer than that which will fit
within the shortest container. This presents the problem of
preventing to-and-fro movement of these frames within the
longer-length containers during transport. Furthermore, even if a
movement-limiting mechanism is provided, there remains the problem
of the reduction in the number of vehicles that might otherwise
have been shipped in the longer-length container. For example,
whereas, normally only three larger-sized vehicles can be carried
on the present frame which is 39 feet in length (suitable for a
40-foot container) if, instead, the frame were 47 feet in length
(suitable for a 48-foot container) it might be possible to carry as
many as six larger-sized vehicles.
[0006] In view of the above, there clearly exists a need for a
vehicle-carrying frame which is adjustable in length.
Unfortunately, due to the basic structure of the frame as well as
its intended use, this objective has not been readily obtainable. A
frame having adjustable wheel platforms is shown in Swartzwelder
U.K. Patent No. 1,006,496, but this reference does not describe how
to achieve extensible movement between entire ends of the frame
where each end includes upper and lower rails joined by elongate
brace members. In fact, such extensibility is not easy to
implement, particularly between the upper rails of each end,
because these upper rails must uniformly provide numerous locking
positions for the tension members which support the wheel cradle
end hangers. Furthermore, because the side-to-side spacing of one
end would differ somewhat from the side-to-side spacing of the
other end in a telescoping structure, wheel cradles of different
widths would be needed in order to support vehicles on the
frame.
[0007] Accordingly, the principal object of the present invention
is to provide a vehicle-carrying frame having an improved mechanism
for adapting to containers of varying length by enabling selective
adjustment of the length of the frame.
[0008] A related object of the present invention is to provide a
mechanism of the above type that, despite such adjustability in
length, retains the ability to position its vehicle-supporting
tension members longitudinally wherever they are needed.
[0009] Another related object of the present invention is to
provide a mechanism of the above type that does not require the use
of wheel cradles having different widths in order to support
vehicles at different positions on the frame.
[0010] Yet another related object of the present invention is to
provide a mechanism of the above type where the length can be
adjusted without the need to add or subtract any frame
sections.
SUMMARY OF THE PRESENT INVENTION
[0011] To achieve the aforementioned objects, the present invention
includes a length-adjusting insert carried permanently on each
respective side of the frame. Each side is partitioned into two
ends which each include an upper and lower extremity joined by
elongate support members and which are separated longitudinally by
the length-adjusting insert that adjusts the separation between the
two ends.
[0012] In a preferred embodiment of the present invention, hollow
upper rails on each end of the frame telescopically receive
respective elongate arms of the length-adjusting insert. In this
manner, the upper rails are free to shift along the
length-adjusting insert to adjust the separation between the ends
of the frame without interference with the adjustable positioning
structure on the rails from which the vehicle-supporting tension
members are suspended.
[0013] The foregoing and other objectives, features and advantages
of the invention will be more readily understood upon consideration
of the following detailed description of the invention, taken in
conjunction with the accompanying drawings.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0014] FIG. 1 is a side elevational view of an exemplary adjustable
frame, in accordance with the present invention, showing the frame
suitably adjusted for insertion into a shorter-length
container.
[0015] FIG. 2 is a partial enlarged view of the adjustable frame of
FIG. 1.
[0016] FIG. 3 is a sectional view taken along lines 3-3 in FIG.
2.
[0017] FIG. 4 is a sectional view taken along lines 4-4 in FIG.
2.
[0018] FIGS. 5-6 are side elevational views, similar to FIG. 1, but
where the frame has been adjusted for insertion into a
medium-length and longer-length container, respectively.
[0019] FIGS. 7-8 are perspective views of a lower pinning assembly
which is shown apart from and in its intended use on the frame,
respectively.
[0020] FIG. 9 is an expanded elevational view taken along lines 9-9
in FIG. 1, showing-lower lateral spacer assemblies of the frame of
FIG. 1 in their intended use after the frame has been loaded into a
standard cargo-carrying container which is also shown.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
[0021] FIG. 1 shows a side view of an exemplary embodiment of an
adjustable frame 20 constructed in accordance with the present
invention. As shown, a plurality of vehicles 22 can be loaded in
two tiers on the frame. The frame includes spaced-apart sets of
wheels 24 to facilitate movement of-the frame into a standard
cargo-carrying container after the frame has been loaded.
[0022] In several respects, the exemplary frame 20 is constructed
in a manner similar to the construction of the frames which are
described in U.S. Pat. No. 4,797,049, and U.S. patent application
Ser. No. 07/784,902, filed Oct. 30, 1991, which are herein
incorporated by reference. In particular, on each side of the
elongate frame 20, the frame includes a plurality of upright brace
or compression members 26 each supporting a respective
longitudinally extending upper rail section 28a-b above a
longitudinally extending lower rail section 30a-b. As shown in FIG.
1, from the upper rail sections 28a-b on each side of the frame, a
plurality of tension members 32, which are movable longitudinally
along the rail sections, are suspended vertically, and at least one
end hanger 34 is releasably locked in a desired vertical position
on each tension member 32 in order to carry a respective end of a
wheel cradle (not shown) which extends across both sides of the
frame. As was described in the Background section, each wheel
cradle, in turn, supports either the forward or rearward pair of
wheels of a particular vehicle 22. Referring also to FIG. 3, a
two-panel centrally-hinged gate 35 located on the forward end 38 of
the frame permits the respective sides of the frame to be brought
to a closely-adjacent collapsed position after a spreader bar (not
shown) at the rearward end 36 of the frame is first removed.
[0023] With respect now to the novel aspects of the frame, as shown
in FIG. 1, on each side of the exemplary frame 20 both the upper
and lower rails are partitioned into two longitudinally-separated
sections. On each side, the rearward end 36 of the frame includes
upper and lower rail sections which are respectively denoted by
reference numerals 28a and 30a while the forward end 38 of the
frame includes upper and lower rail sections which are respectively
denoted by reference numerals 28b and 30b. Centrally carried on
each side between the end 36 and the end 38 of the frame is a
respective length-adjusting insert 40. Referring also to FIGS. 5
and 6, this length-adjusting insert enables the separation between
the ends 36 and 38 to be adjusted so that the total length of the
frame can be adjusted from a first length 42a of about 39 feet
(FIG. 1) to a second length 42b of about 44 feet (FIG. 5) and then
on to a third length 42c of about 47 feet (FIG. 6), for insertion
into containers of 40, 45 and 48-foot lengths, respectively. The
construction of the length-adjusting insert 40 and the mating
surfaces of each end of the frame will now be described in
detail.
[0024] Referring to FIG. 2, each length-adjusting insert 40 of the
adjustable frame has a generally I-shaped construction. In
particular, each insert includes an upright brace member 44 past
the sides of which perpendicularly extend an upper pair of arms 50a
and 50b, which are carried on the upper end of the brace member,
and a lower pair of arms 52a and 52b which are carried on the lower
end of the brace member. Referring also to FIG. 3, in the
particular embodiment shown in the drawings, the upper pair of arms
50a and 50b are integrally formed on a single hollow-centered rail
which is directly connected, as by welding, to the upper end of the
brace member. The lower pair of arms 52a and 52b each comprise a
solid rail and are connected, at their opposing ends, to a central
wheel-box assembly 53 mounted on the lower end of the brace
member.
[0025] In order to enable each insert 40 to be locked into
adjustable positions on the frame, a plurality of
longitudinally-spaced rearward and forward openings, respectively
denoted by reference numerals 55a-c and 57a-c, are drilled through
the lateral sides of each rearward and forward arm, respectively,
of the insert. Viewing FIGS. 2 and 4 together, this is done so that
respective ones of the rearward openings 55a, b, c, are located
substantially the same lengthwise distance from the brace member 44
as corresponding ones of the forward openings 57a, b, c. The
purpose underlying this arrangement will be made clearer below. The
openings are further arranged, on the exemplary insert shown, so
that the openings 55a-c and 57a-c on the upper arms 50a and 50b are
vertically aligned with the correspondingly-numbered openings on
the lower arms 52a and 52b.
[0026] With regard now to the ends 36 and 38 of the frame, as shown
in FIG. 1, each respective side of the frame 20 is partitioned so
that the ends are substantially matched in length. Accordingly,
when the length adjusting insert 40 is installed, the insert is
positioned substantially in the center of each respective side.
This placement of the insert maximizes the number of vehicles 22
which can be loaded onto the frame. To clarify this further,
because the respective tension members 32 are not suspendable from
the upper pair of arms 50a-b of the exemplary insert now described,
as they are from the upper rail sections 28a-b, the
length-adjusting insert 40 defines a zone 61 along each side of the
frame within which it is not possible to support the wheels of any
vehicle. As shown in FIGS. 1, 5, and 6, having a wheel-free zone 61
in the center of each side, however, will not affect the normal
three-vehicle, four-vehicle, or six-vehicle loading pattern. If, on
the other hand, the wheel-free zone were positioned elsewhere, such
as proximate an extreme end of the frame, the vehicles would need
to be shifted longitudinally with respect to the foregoing loading
patterns so that the number of vehicles that could be loaded on the
frame would decrease.
[0027] Referring to FIG. 2, the respective upper rail sections
28a-b on one side of the frame together define a facing upper pair
of open-ended hollow rectangular tubes 62a-b and, likewise, the
respective lower rail sections 30a-b together define a facing lower
pair of open-ended hollow tubes 64a-b. To install the length
adjusting insert 40, the upper pair of arms 50a-b of the insert are
slidably inserted into the upper pair of open-ended tubes 62a-b,
while, at the same time, the lower pair of arms 52a-b of the insert
are slidably inserted into the lower pair of open-ended tubes
64a-b.
[0028] Referring now to FIG. 4, with the length-adjusting insert 40
slidably inserted into each end of the frame in this manner, the
respective upper rail sections 28a of the rearward end 36 are
maintained in end-to-end alignment with the corresponding upper
rail sections 28b of the forward end 38. Similarly, the lower rail
sections 30a of the rearward end are maintained in end-to-end
alignment with the corresponding lower rail sections 30b of the
forward end. These relationships, in turn, ensure that the
side-to-side spacing 68 between respective rail sections of the
rearward end will equal the side-to-side spacing 69 between
respective rail sections of the forward end, so that wheel cradles
of uniform side-to-side width can be used at either end.
[0029] Referring to FIGS. 2 and 4 together, the length-adjusting
insert 40 enables relative movement between the respective ends 36
and 38 of the frame despite tension-member positioning structures
on each end that overhang the upper and lower rail sections 28a-b
and 30a-b. These include an upper and lower toothed plate 72 and
74, respectively. These two plates cooperate together to enable
each tension member 32 to be shifted between and to be locked in,
quickly and without mishap, a plurality of longitudinally-spaced
positions along the frame. Referring also to FIG. 3, on each
respective side, the upper toothed plate 72 is mounted on the
inward side of each upper rail section 28a-b and overhangs each
respective upper rail section, while the lower toothed plate 74 is
mounted on the upper side of each lower rail section 30a-b. There
is no interference between these respective plates and the
length-adjusting insert because the respective pairs of arms 50a-b
and 52a-b of the insert move entirely within, and not along the
outside of, the respective rail sections 28a-b and 30a-b. Were it
not for this arrangement, the afore-described wheel-free zone 61 on
each respective side would generally be over twice the length that
is shown in FIG. 1 and FIGS. 5-6 so that commensurately fewer
vehicles could be carried on the frame.
[0030] Another advantage of the above-described interconnecting
system is that the length-adjusting insert 40, once installed, can
be maintained in ready-to-use position between the respective ends
of each side of the frame. This is so whether, for example, the
frame needs to be adjusted to fit a relatively shorter-length
container (FIG. 1) or whether, instead, the frame needs to be
adjusted to fit a relatively longer-length container (FIG. 6).
There is no need, in particular, when transporting the frame in a
shorter-length container, to separately transport removable
clamp-on attachments in order to be ready to fit the frame into
longer-length containers, nor is there a need, whenever the switch
to longer-length containers is being made, to lift and manipulate
into place attachments of this sort.
[0031] The rearward and forward ends 36 And 38 of the frame are
adapted to be pinned to the arms of each length-adjusting insert 40
to enable each insert to be locked into place so that the frame
will maintain a constant length. In particular, referring to FIG.
2, on each side of the frame proximate the insert-receiving edge of
the rearward end 36, a pair of vertically-aligned rearward holes 75
are drilled, the first between the lateral sides of the rearward
upper rail section 28a and the upper toothed plate 72 and the
second through the lateral sides of the rearward lower rail section
30a. Likewise, on each side of the frame proximate the
insert-receiving edge of the forward end 38, a pair of
vertically-aligned forward holes 77 are drilled, the first between
the lateral sides of the forward upper rail section 28b and the
upper toothed plate 72 and the second through the lateral sides of
the forward lower rail section 30b. As depicted, the rearward holes
75 have substantially the same lengthwise offset from the
insert-receiving edges of the rearward end 36 as the forward holes
77 have from the insert-receiving edges of the forward end 38.
[0032] Referring to FIG. 2, upon shifting the rearward end 36 away
from the length-adjusting insert 40, respective ones of the
plurality of vertically-aligned pairs of rearward openings 55a, b,
c are successively brought into registration with the
vertically-aligned pair of rearward holes 75. Viewing FIGS. 1 and
FIGS. 5-6 together, each such position of registration defines a
corresponding rearward locking position 80a, b, c. Similarly, upon
shifting the forward end 38 away from the length-adjusting insert
40, respective ones of the plurality of vertically-aligned pairs of
forward openings 57a, b, c are successively brought into
registration with the vertically-aligned pair of forward holes 77.
Viewing FIG. 1 and FIGS. 5-6 together, each such position of
registration defines a corresponding forward-locking position 82a,
b, c.
[0033] As a result of the arrangements heretofore described of the
rearward openings 55a, b, c, relative to the forward openings 57a,
b, c and of the rearward holes 75 relative to the forward holes 77,
respective ones of the rearward locking positions 80a, b, c are
located substantially the same lengthwise distance from the brace
member 44 as corresponding ones of the forward locking positions
82a, b, c. This allows the brace member to be locked into a
position which is substantially centered longitudinally of each
side of the frame regardless of which length adjustment has been
selected. Accordingly, when vehicles 22 have been loaded on the
frame, the compressive forces which act on each brace member 26 and
on each brace member 44 will be evenly distributed between these
members.
[0034] Referring to FIGS. 3 and 4, after the rearward and forward
ends have been moved to a particular rearward and forward locking
position, respectively, on each side of the frame, each end is
pinned to the arms of the insert by upper and lower locking
assemblies 85 and 87. Referring now to FIG. 7, each lower locking
assembly 87 includes a main pinning member 89 and a separate
self-locking pin 91. The main pinning member 89 includes a
generally rectangular backing plate 93 from one side of which
outwardly extends a generally cylindrical main pin 95 and a lug 97
of generally parallelipiped form except that the outermost edge 99
of the lug converges toward the rectangular plate at about a
30.degree. slant in a direction moving away from the main pin.
Referring to FIGS. 2 and 8, the main pin 95 is suitably dimensioned
for close-fitting insertion between, for example, the forward hole
77 formed on the lower rail section 30b of the forward end 38 and a
respective one of the forward openings 57a, b, c formed on the
lower arm 52b of the insert 40, where the particular forward
opening that is used will depend on which of the forward locking
positions 82a (FIG. 1), 82b (FIG. 5), or 82c (FIG. 6) has been
selected. In similar manner, every other rail section of each end
of the frame is pinned to the corresponding arm of a respective
insert.
[0035] Referring to the particular pinning position depicted in
FIG. 8, lengthwise forces can act between the main pin 95 and the
forward hole 77 which, unless protected against, can cause
lengthwise wearing or elongation of the hole 77 which can, in turn,
ultimately cause an excessive degree of play to develop between the
insert and the forward end. To counteract this effect, the lug 97
is dimensioned and arranged on the plate 93, as shown, so that when
the main pin is received in the hole 77, the lug is positioned for
close-fitting insertion between a respective pair of the teeth 101
on the toothed plate 74. The teeth are preferably formed in the
toothed plate using a burning torch, so that a hardened layer is
developed along the edge of each tooth. Accordingly, the forces
which might otherwise wear against the relatively softer drilled
surfaces of the hole 77 are not able to wear against the relatively
harder slotted surfaces of the toothed plate, and the main pin is
held in nonvibratory position within the hole. The rearward or
forward openings 55a-c and 57a-c on each lower arm 52a-b of the
insert are also subject to such forces but are less susceptible to
wearing than the holes 75 and 77 because the lower arms, being
solid rails, have a greater length of material along the sides of
their openings to resolve these forces.
[0036] Referring to FIGS. 7 and 8, in order that the main pin 95
and lug 97 do not back out of their respective pinning positions,
the self-locking pin 91 is inserted through a hole 103 which is
formed on the outermost corner of the lug between the teeth-facing
sides of the lug. This self-locking pin includes an elongate pin
body 105, a head 107, and a ring 109 pivotably connected to the
head by offset ends of the ring so that the ring is normally biased
to a position immediately adjoining one side or the other of the
pin body. Accordingly, after the self-locking pin is forced through
the hole 103 on the lug, and after the ring has been swiveled, as
shown in FIG. 8, in locked position over a corner of the lug (as
facilitated by the slant of the outermost edge 99), the natural
bias on the ring maintains this locked position. concerning the
upper locking assemblies 85 (FIG. 3), these locking assemblies are
generally similar in construction to the lower locking assemblies
87 which have now been described, except for dimensional
differences made necessary because of the different arrangements of
the upper and lower toothed plates 72 and 74 and because the
greater lateral thicknesses of the upper rail and arm members in
comparison to the lower members.
[0037] Although not shown, each length-adjusting insert 40 can be
optionally fitted with a pivotable set of tension member
positioning plates in order to enable mounting of tension members
in the wheel-free zone 61 when the frame is extended to its full
length 42c as indicated in FIG. 6. Here each plate of the
four-plate set comprises a shortened length of toothed plate,
generally shaped like the plates 72 and 74 which are shown in FIG.
2. Each shortened plate is mounted, at one end, adjacent a
respective end corner of the central brace member 44 for pivoting
movement between a collapsed position adjacent and generally
parallel to the brace member and a ready position adjacent and
generally parallel to a corresponding one of the arms 50a, 50b,
52a, and 52b of the insert. A set of four pins are separately
provided to releasably fasten the other end of each shortened plate
to the corresponding arm of the insert in order to secure the plate
in its ready position along that arm after the frame has been
extended to its full length 42c as shown in FIG. 6. Tension members
32 can then be mounted on each plate along the corresponding arm of
the insert in consistent manner with the procedure by which they
are mounted to the plates 72 and 74 along each end of the frame.
Alternatively, in-order to make room along the arms of the insert
for adjusting the frame to a shorter length, the pins are removed
and each shortened plate is pivoted downwardly away from its
corresponding arm to its collapsed position adjacent the brace
member.
[0038] Referring to FIG. 1 the adjustable frame 20 includes upper
and lower lateral spacer assemblies 110 and 112 which are used to
limit lateral movement of the frame inside a container into which
the frame has been loaded for shipment. The frame may either be
loaded by itself in its fully expanded condition or with other
frames of like type where the sides of each frame have been
collapsed into closely adjacent position in order, for example,
that the return shipment of a large number of unloaded frames can
be made. Referring also to FIG. 9, which shows the lower lateral
spacer assemblies in a selected operative position for a single
loaded frame, each left and right-hand spacer assembly (e.g., 112a
and 112b) includes an elongate first hollow tube 114 of rectangular
cross-section which is mounted in lateral extension from a
respective corner brace member 26 on the rearward end 36 of the
frame. Inside of each first hollow tube 114, fitted for telescopic
extension therefrom, is a second hollow tube 116 on the end of
which is affixed a plate 118 or other type of head. Holes (not
shown) are drilled in the upper sides of the first and second tubes
so that a pin 120 can be used to variously set the lengthwise
extension of the combined spacer assembly.
[0039] As shown in FIG. 9, in their extended positions, the left
and right-hand spacer assemblies 112a and 112b oppose or limit
movement of the frame in either lateral direction toward the left
or right sidewall 122a or 122b, respectively, of the container.
Alternatively, where a number of frames have been loaded in
collapsed condition inside a container, the left-hand spacer of the
collapsed frame which is nearest to the left sidewall of the
container and the right-hand spacer of the collapsed frame which is
nearest to the right sidewall of the container can both be extended
in order to achieve the movement-limiting effect.
[0040] While, in accordance with the present invention, a preferred
embodiment of the adjustable frame has been described, it will be
recognized that certain modifications of the frame are possible
without departing from the broader principles of the present
invention. For example, whether the plurality of
longitudinally-spaced locking holes are formed in the respective
arms of the insert as shown, or whether they are formed, instead,
in the respective rail sections, makes little difference in terms
of being able to provide a plurality of forward and rearward
locking positions. Clearly, also, the respective arm-supporting
members and the respective arms of the insert can be constructed
and connected together in a variety of ways, and it is even
possible, with some loss in functionality, to dispense entirely
with particular elements of the exemplary insert, such as the brace
member or the wheels. Also, if desired, the brace member 44, and/or
inward brace members 26 which are closest to the brace member 44,
could be constructed similarly to the tension members 32 so as to
be capable of mounting hangers 34 if needed for certain
applications, even though they are not movable longitudinally along
the rails as are the tension members 32.
[0041] The terms and expressions which have been employed in the
foregoing specification are used therein as terms of description
and not of limitation, and there is no intention, in the use of
such terms and expressions, of excluding equivalents of the
features shown and described or portions thereof, it being
recognized that the scope of the invention is defined and limited
only by the claims which follow.
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