Technical Field of the invention

The present disclosure generally relates to a transport vehicle, for example a railcar or a trailer towed by a truck. More specifically, the disclosure relates to a transport vehicle having transfer surfaces to facilitate a transfer of a freight container between the transport vehicle and another transport vehicle, for example a rail car or a trailer towed by a truck.

Background of the invention

Transport vehicles having systems for transferring freight containers in a direction perpendicular to the longitudinal axes of the transport vehicles are known in the art. These types of systems are described in the patent literature back to 1936 (see GB474362 A). Early systems were not designed for use with standard shipping containers, but later systems were then designed for use with standard shipping containers. Some examples of prior art systems described in the patent literature are provided in EP 1840056, W09000481 , WO2012038077, EP2108605, DE4411870, etc.

DE4411870 discloses different forms of transfer mechanisms for transferring containers between a railcar and a truck trailer. For example, DE4411870 describes a winch and cable system for transferring the container from the rail car to the truck. Further, DE4411870 also describe a telescopic cylinder assembly for transferring the container between the rail car and the truck.

Another example is disclosed in WO2012038077. In this example, a beam on the truck trailer is pushed over to the rail car and then the container is transferred from the truck to the railcar. However, the details of how the beam moves over are not so well disclosed. Another example of a system for transferring a container from a railcar to a truck is disclosed in EP0049121. In this case, the transfer system comprises a pair of lifting mechanisms on the truck which lift one side of the container after which a pair of transfer beams and a sliding trolley are slid out from the truck and arranged underneath the container. The container is then lowered onto the sliding trolley and slid over to the truck on top of the transfer beams. However, this requires a complex mechanism on the truck which needs to be very strong and robust. In practice it is not expected that such a system will function in practice due to the extremely large loads present in a real world system.

Another vehicle is disclosed in DE3238290. However this system discloses a container of the kind used in airplanes which are lower weight when compared to shipping containers. Also, the system of DE3238290 discloses no means of locking the container securely in place.

W003070535 discloses a transfer system between a railcar and a fixed terminal facility. The transfer system includes conveyor belts that are displaced towards the rail car so that the gap between the transfer station and the rail car is removed, and the container is transferred between the transfer station and the rail car by moving the container along the conveyor belts.

Applicants own prior art systems are disclosed in WO2018029379 and WO201 8029378. Applicants own prior art systems disclosed in WO201 8029379 and WO2018029378 are incorporated by reference.

However, the systems described in the prior art have not made it into commercial use. Many of these previously proposed systems could not succeed in practice as the forces involved are very high and cause many theoretical systems to deform under use. Deformation of the structures in the prior art systems will cause jamming and/or breakage. Also, many of the previously proposed systems were rather complex which involve large costs in preparing the different containers, truck trailers, and railcars. Moreover, the robustness and simplicity needed have been difficult to achieve. It can also be noted that most systems proposed in the art are challenged by the fact that the support points of the container are the corner fittings while the locking points of the container are also the corner fittings. In general, the container needs to be locked in place on the truck/railcar via locking pins arranged underneath the corner fittings. Hence systems like the one proposed in DE3238290 would not work with a shipping container which needs to be locked in place via its corner fittings.

Summary of the invention

A first aspect of the current invention is to provide a transport vehicle having a transfer surface to facilitate a transfer of a transport container between the transport vehicle and another transport vehicle which works with standard ISO freight containers.

This is provided at least in part by a transport vehicle according to claim 1 . According to claim 1 , the transport vehicle is adapted for transporting a standard ISO freight container of the kind comprising four standard ISO corner fittings disposed on a bottom surface of the freight container. Each corner fitting includes a down facing surface, a side facing surface and a front or rear facing surface depending on the position on the corner fitting and the orientation of the container. Each of mentioned down, side, front and rear facing surfaces comprises an opening. The corner fittings are of the kind which make it possible to support and secure the freight container on and to a transport vehicle when it is placed on a transport vehicle. The transport vehicle includes a load surface for holding and supporting the freight container. The load surface is defined by a pair of elongated upwardly facing transfer surfaces arranged spaced apart and parallel to each other. The transfer surfaces are arranged substantially perpendicular to a longitudinal axis of the transport vehicle and are located near two longitudinal ends of the load surface of the transport vehicle. The transfer surfaces are arranged underneath down facing surfaces of corner fittings of a freight container when the freight container is arranged on said load surface. Each transfer surface is a sliding surface facilitating a sliding of the corner fittings of the freight container in a lateral direction perpendicular to the longitudinal axis of the load surface when the down facing surfaces of the corner fittings are abutting the transfer surfaces.

In order to support the use of standard ISO freight containers, in one embodiment, the transfer surfaces can be arranged such that the distance measured along a vector parallel to the longitudinal axis of the transport vehicle between the centre facing edges of the pair of transfer surfaces is less than L1 , such that the distance measured along a vector parallel to the longitudinal axis of the transportation unit between the outer facing edges of the pair of transfer surfaces is greater than L2 and such that L1 and L2 are chosen from the following four length pairs L1 =11 .861 m and L2=12.109 m or L1 =8.794 m and L2=9.042 m or L1 =5.729 m and L2=5.97 m or L1 =2.663 m and L2=2.911 m. According to these dimensions, the transfer surfaces can be placed directly under the corner fittings of 40', 30', 20' or 10' standard ISO freight containers respectively. Adjustment to fit additional standard container sizes like 45’, 48’ and 50’ are also included in the scope of this invention. Appropriate dimensions for the positions of the corner fittings can be derived by the person skilled in the art.

In some embodiments, the transport vehicle further comprises a forward guide surface and a rearward guide surface disposed substantially perpendicular to the surfaces of the transfer surfaces and substantially perpendicular to the longitudinal axis of the transport vehicle. The forward guide surface extends along a forward edge of the load surface and is adapted to abut front facing surfaces of corner fittings located at a front portion of a freight container supported on the load surface and the rearward guide surface extends along a rear edge of the load surface and is adapted to abut rear facing surfaces of the corner fittings located at a rear portion of a freight container supported on the load surface. The guide surfaces facilitate sliding of the freight container in the lateral direction and restrict movement of the freight container along the longitudinal axis of the transport vehicle.

In some embodiments, each guide surface includes a plurality of rollers with a vertical axis of rotation arrayed along a length of the guide surface. In some embodiments, a distance between two consecutive rollers is less than a width of the corner fitting. In some embodiments, the distance between the rotational axes of two adjacent rollers is less than or equal to the width of a corner fitting.

In some embodiments, each transfer surface includes a roller conveyor having a plurality of horizontally oriented rollers arranged along a length of the transfer surface. By providing rollers, the friction can be reduced significantly.

In some embodiments, the roller conveyor is an endless conveyor wrapped around a support plate having an upper surface on which the rollers roll. The rollers are adapted to rotate about respective central axes as they roll on the upper surface of the support plate. The roller conveyor is adapted to displace the rollers in a lateral direction relative to the load surface as the rollers roll. In this arrangement, the friction can be even more reduced when compared to rollers which have a fixed position.

In one embodiment, the roller conveyor includes a first link assembly comprising a plurality of first link members engaged with each other, and a second link assembly arranged spaced apart and substantially parallel to the first link assembly. The second link assembly includes a plurality of second link members engaged with each other. The plurality of rollers extends from the first link assembly to the second link assembly, wherein each roller is rotatably connected to a first link member and a second link member. The first link assembly and the second link assembly displace relative to the support plate when the rollers roll. The first and second link assemblies are arranged to form the roller conveyor into an endless loop which can be wrapped around a support plate or support structure. As the rollers roll, the roller conveyor just keeps displacing. In this way, the displacement of the object supported on the roller conveyor can be along the entire length of the transfer surface.

In some embodiments, a length of each roller is greater than a diameter of the roller. In this way, a broad roller conveyor can be provided with a low height.

In some embodiments, the length of the roller is greater than two times, greater than three times, or greater than four times the diameter of the roller.

In some embodiments, a smallest distance from a surface of one roller to a surface of an adjacent roller is less than a dimension of the corner fitting in a direction perpendicular to the longitudinal axis of the container. In some embodiments, the smallest distance from a surface of one roller to a surface of an adjacent roller is less than half the dimension of a corner fitting in a direction perpendicular to the longitudinal axis of the container.

In some embodiments, the transport vehicle further includes four securing elements adapted to move between an engaged position and a disengaged position. In the engaged position, each securing element is engaged with one of the plurality of corner fittings to secure the freight container on the load surface, and in the disengaged position, each securing element is disengaged from any corner fitting to allow the freight container to displace along the transfer surfaces.

In some embodiments, each securing element is adapted to be disposed between an associated corner fitting of the freight container and an associated transfer surface in the engaged position. Each securing element is adapted to be positioned underneath and abutting the down facing surface of an associated corner fitting to support the freight container on the load surface in the engaged position.

In some embodiments, the securing element is a locking pin, suitable for engaging with an opening in a corner fitting. In one embodiment, the securing element is a twist lock fitting.

In some embodiments, the securing element is supported by a supporting structure arranged on the transport vehicle on either side of the transfer surface, such that a vertically arranged load supported by the securing element is transferred at least in part to the supporting structure arranged on either side of the transfer surface. In one embodiment, at least 30% of the load is transferred to either side of the transfer surface. In one embodiment, the securing element is not abutting the transfer surface in the engaged position. In some embodiments, there is a gap between the securing element and the transfer surface in the engaged position. By arranging the securing element in this way, the securing element is prevented from displacing along the transfer surface when the securing element is in the engaged position. Other options for preventing motion of the securing element are also disclosed later on in this specification.

In some embodiments, the securing element is abutting the transfer surface and at least a portion of a vertical load supported by the securing element is transferred to either side of the transfer surface. In some embodiments, the transport vehicle includes a lifting mechanism to lift the freight container relative to the load surface to facilitate the movement of each securing element between the engaged position and the disengaged position.

In some embodiments, the lifting mechanism comprises four lifting elements, two arranged near a front edge of the load surface and two arranged near a rear edge of the load surface, but all four arranged inside associated transfer surfaces. In some embodiments, the lifting mechanism is arranged to lift the container an amount which is greater than the amount which the securing element extends above the upper surface of the transfer surface.

In some embodiments, each securing element, in the engaged position, is adapted to engage with an opening in the front or rear facing surface of the associated corner fitting. In this way, the securing elements can be arranged in front of or behind the corner fittings in the disengaged position and then displaced into the engaged position without needing to lift the container. In another similar embodiment, the securing elements could engaged with the side openings of the corner fittings. In this way, the securing elements could be arranged on each side of the container in the disengaged position and then displaced into engagement with the side openings in the engaged position.

In some embodiments, the transport vehicle further includes a pair of actuator bars having a first actuator bar arranged along a lateral edge of a first transfer surface and a second actuator bar arranged along a lateral edge of a second transfer surface, said actuator bars being arranged to move the securing elements to the engaged position from the disengaged position and vice versa. Each of the actuator bars includes a pair of wedges adapted to engage with associated securing elements to move the associated securing elements between the engaged position and the disengaged position. In some embodiments, the wedges are arranged to displace the securing elements in a direction which is parallel to the plane of the load surface. In some embodiments, the actuator bars are arranged to displace in a direction which is parallel to the longitudinal axis of the transfer surfaces. In some embodiments, the securing elements are biased into either the engaged or the disengaged positions by a spring like element and then the wedges on the actuators bars push the securing elements against the biasing force of the spring like elements.

In some embodiments, each securing element is arranged to displace along an axis which is parallel to the longitudinal axis of the transport vehicle when moving between the engaged position and the disengaged position. In these types of embodiments, the securing elements could engaged with the front and/or rear facing surfaces of the corner fittings.

In one embodiment, the securing element comprises an elongated member which extends along an axis which is parallel to the longitudinal axis of the transport vehicle.

In some embodiments, the securing element is arranged to displace along an axis which is parallel to the longitudinal axis of the transfer surface. In these types of embodiments, the securing element could engaged with side facing surfaces of the corner fittings.

In one embodiment, the securing element comprises a pin which is movably arranged in a hole in a plate or block, said plate or block having a surface which is arranged parallel to the guide surface of the transport vehicle and said hole and said pin being arranged perpendicular to said surface. The plate or block is fixed to a frame portion of the transport vehicle and the pin is arranged movably with respect to the transfer surface. In this way, the plate or block can be provided with enough strength to secure the container in the longitudinal direction of the transport vehicle. Furthermore since the distance between the securing element and the plate/block can be made very small, the strength of the connection between the transport vehicle and the container can be very strong.

In some embodiments, the surface of the plate/block forms a part of the guide surface. In some embodiments, the distance from the surface of the plate or block to a plane defining the guide surface is less than 5cm, less than 4cm, less than 3cm, less than 2cm or less than 1cm. In some embodiments, the surface of the plate or block facing the corner fitting is provided with a friction reducing surface covering.

In some embodiments, the securing element is pivotably arranged with respect to the transfer surface about an axis which is parallel to the longitudinal axis of the transfer surface. In these types of embodiments, the securing element can engage with the front and/or rear facing surfaces of the corner fittings. In some embodiments, the securing element is pivotably arranged with respect to the transfer surface about an axis which is parallel to the longitudinal axis of the transport vehicle. These types of embodiments are suitable if the securing elements engage with the side facing surfaces of the corner fittings.

In some embodiments, the transport vehicle further includes a transfer mechanism to facilitate a transfer of the freight container between the transport vehicle and another transport vehicle in a direction which is perpendicular to the longitudinal axis of the transport vehicle. In one embodiment, the transfer mechanism comprises two transfer mechanisms arranged between the forward and rearward transfer surfaces, said transfer mechanisms being arranged to pull and/or push a container onto or off of the loading surface. In some embodiments, the transfer mechanism includes a forward elongated transfer beam arranged in front of the forward transfer surface and arranged to be displaced in a direction parallel to the longitudinal axis of the forward transfer surface via an actuator mechanism. The forward securing elements are fixed to the elongated transfer beam and engage with associated corner fittings of a freight container as described above. When the securing elements are engaged with the corner fittings and the elongated transfer beam is displaced via the actuator mechanism the freight container will be displaced along with the elongated transfer beam. In some embodiments, the transfer mechanism further includes a rearward elongated transfer beam similar to the forward elongated transfer beam but arranged behind the rearward transfer surface. Likewise, in this type of embodiment, the rearward securing elements are connected to the rearward elongated transfer beam and displace with the rearward elongated transfer beam. In these types of embodiments, since the ends of the container are directly displaced, the containers angular position can be more precisely controlled. This reduces the need for guide surfaces at the front and rear of the load surface.

In some embodiments, the load surface can be defined as a virtual surface used for defining the area where the freight container will be placed. It does not imply that the load surface is an actual complete surface area. In one embodiment, the virtual surface of the load surface can be defined as a planar which is limited at the front by the forward transfer surface and at the rear by the rearward transfer surface. The sides of the virtual surface can be defined by the side edges of the forward and rearward transfer surfaces.

In one embodiment, a dimension of each transfer surface parallel to the longitudinal axis of the transport vehicle is greater than a dimension of a corner fitting parallel to the longitudinal axis of the container on which the corner fitting is arranged. A second invention disclosed in the current specification is to provide a transport vehicle having a pair of elongated beams having sliding surfaces and being adapted to move relative to the transport vehicle along a direction perpendicular to the longitudinal axis of the transport vehicle to enable a more secure transfer of a freight container between the transport vehicle and another transport vehicle or between the transport vehicle and a container handling facility. It should be noted that the first and second inventions are disclosed as two separate inventions, since two sets of independent claims can be provided. The first invention is defined in the current claims set, while features which could form claims related to the second invention are provided below. It should be noted that the features of the first invention could be combined with the features of the second invention. Hence, all the features disclosed below could be combined with the features disclosed above. The figures show embodiments where the two inventions are combined.

According to the second invention, a transport vehicle is disclosed for transporting a freight container of the kind comprising four standard ISO corner fittings disposed on a bottom surface of the freight container, each corner fitting comprising a down facing surface, a side facing surface and a front or rear facing surface, each of said down, side, front and rear facing surfaces comprising an opening, the corner fittings being of the kind which make it possible to support and secure the freight container on and to a transport vehicle when it is placed on a transport vehicle. The transport vehicle comprises: a trailer having a trailer body; a forward elongated beam and a rearward elongated beam, said forward and rearward elongated beams being arranged for holding and supporting a freight container arranged on the trailer, said forward and rearward elongated beams being engaged with the trailer body and being arranged spaced apart, parallel to each other, substantially perpendicular to a longitudinal axis of the trailer body and proximate to two longitudinal ends of the trailer body, each elongated beam including an upwards facing transfer surface adapted to contact the corner fittings of a freight container arranged on the trailer, each of the transfer surfaces being a sliding surface facilitating a sliding of the freight container relative to the corresponding elongated beam along a longitudinal axis of the elongated beam. The transport vehicle further comprises a displacing mechanism associated with each elongated beam which is arranged to displace the elongated beam in a direction perpendicular to the longitudinal axis of the trailer body. In this way, when the container is to be transferred from one vehicle to another vehicle or transfer station, the elongated beams can be extended towards the other vehicle or transfer station, to ensure that there is only a little or even no gap at all between the transfer surfaces on the transportation vehicle and the other vehicle or transfer station.

In one embodiment, the beams displace less than 100cm, less than 75cm or less than 50cm.

In one embodiment, the two displacement mechanisms are the same. In one embodiment, the two displacement mechanisms are the same but mirrored.

In one embodiment, the two displacing mechanisms are different. The displacing mechanism associated with a beam arranged at a front end of the trailer includes a sliding support plate arranged above the bottom surface of the forward elongated beam, while a beam arranged at a rear end of the trailer is arranged to slide on a supporting surface of the trailer body.

In some embodiments, the transport vehicle includes a truck having a hitch and the trailer includes a hitch connector for pivotably connecting the trailer to the hitch, said forward elongated beam being arranged in front of the hitch connector. In one embodiment, the rearward beam is arranged similar to the forward beam, but mirrored about a plane which is perpendicular to the longitudinal axis of the transport vehicle.

In one embodiment, the displacement mechanism of the elongated beams comprises at least a first sliding mechanism arranged close to the associated beam and a second sliding mechanism arranged further from the associated beam.

In some embodiments, a lower surface of the forward elongated beam is arranged below an upper surface of a forward portion of the trailer body. In some embodiments, the forward elongated beam is also arranged in front of the forward portion of the trailer body. In this way, the total height of the transport vehicle and container can be reduced. Were the elongated beam placed on top of the trailer body, the total height would be greater. This can lead to problems with national transportation laws in many countries.

In some embodiments, the forward displacing mechanism includes a support plate fixedly attached to the forward elongated beam and supported on the trailer body by a supporting structure fixed to the trailer body. The support plate extends from the forward elongated beam towards the rearward elongated beam, the support plate having a dimension along the longitudinal axis of the trailer body which is at least twice the dimension of the forward elongated beam along the longitudinal axis of the trailer body, the support plate being adapted to displace in a direction parallel to the longitudinal axis of the transfer surface along with the forward beam.

In one embodiment, the forward elongated beam includes a lower surface arranged more proximate to a ground surface than a lower surface of the support plate. In one embodiment, the displacement mechanism includes a plurality of roller conveyors wrapped around at least a portion of the support plate and adapted to facilitate the sliding of the support plate in the lateral direction relative to the support structure. Each roller conveyor is adapted to move in the lateral direction relative to the support plate and includes a plurality of rollers adapted to rotate about respective central axes.

In some embodiments, the support plate is adapted to displace at least 25cm, at least 50cm or at least 75cm in the lateral direction relative to the support structure of the trailer body.

In some embodiments, the transport vehicle includes a rotation preventing mechanism to prevent rotating of the support plate about an axis parallel to the longitudinal axis of the elongated beam so as to prevent the end of the plate which is spaced away from the beam from lifting away from the trailer body.

In some embodiments, the rotation preventing mechanism includes at least one wheel coupled to the support plate and having a rotational axis substantially parallel to the longitudinal axis of the transport vehicle. The at least one wheel being arranged abutting the support structure and is adapted to rotate about the rotation axis during the sliding of the plate relative to the support structure. In other embodiments, the support wheel could be fasted to the support structure and arranged to engage with the plate as it displaces.

In some embodiments, at least one of the forward and/or rearward elongated beams is a hollow beam with a rectangular cross section where the beam is assembled by connecting a plurality of individual elongated plates by fasteners. In some embodiments, the forward and/or the rearward elongated beam is made without welding the rectangular structure. In some embodiments, the transport vehicle further includes a pair of actuator assemblies to move the pair of elongated beams in the lateral direction. In some embodiments, each actuator assembly includes at least one actuator having a cylinder connected between the elongated beam and a rod, said rod being arranged to telescopically extend or retract relative to the elongated beam to facilitate the sliding of associated elongated beam in the lateral direction.

In some embodiments, the transport vehicle is a first transport vehicle and the rod of the actuator of the first transport vehicle is adapted to connect with an elongated beam of a second transport vehicle to facilitate the sliding the associated elongated beam of the first transport vehicle or the beam of the second transport vehicle in response to the extension or retraction of the rod relative to the cylinder. In one embodiment, the rod of the first transport vehicle is arranged inside the elongated beam of the first transport vehicle and is arranged to be able to extends out of the elongated beam of the first transportation vehicle and into an elongated beam of the second transport vehicle when the second transport vehicle is arranged adjacent the first transport vehicle.

In some embodiments, the second transport vehicle comprises a locking mechanism which locks the rod of the first transport vehicle relative to the elongated beam of the second transport vehicle such that additional motion of the rod will cause motion of the elongated beam of the first transport vehicle relative to the elongated beam of the second transport vehicle. IN some embodiments, the locking mechanism of the second transport vehicle is controlled by the first transport vehicle.

In some embodiments, the second transport vehicle is a rail car. In some embodiments, the second transport vehicle comprises a transfer surface arranged on an elongated beam. In some embodiments, when the rod of the first transport vehicle engages the elongated beam of the second transport vehicle and the elongated beam of the first transport vehicle is displaced towards the elongated beam of the second transport vehicle, the transfer surface of the elongated beam of the first transport vehicle moves towards the transfer surface of the elongated beam of the second transport vehicle and forms a continuous transfer surface spanning the elongated beams of the first and second transport vehicles.

As already noted above, the details of the embodiments of the transfer mechanisms and securing elements described in relation to the first invention can be combined with the details of the displaceable beams described in relation to the second invention. As such, the person skilled in the art will be able to provide a transport vehicle comprising a displaceable beam as described in relation to the second invention, where the displaceable beam has a transfer surface and/or a securing element as described in relation to the first invention.

Brief description of the drawings

In the following, the invention will be described in greater detail with reference to embodiments shown by the enclosed figures. It should be emphasized that the embodiments shown are used for example purposes only and should not be used to limit the scope of the invention.

Figure 1 shows a perspective view of a first embodiment of a transportation system having a first transport vehicle with a transfer mechanism alongside a second transport vehicle with a freight container disposed on the second transport vehicle according to an embodiment of the current invention. Figure 2 shows a schematic perspective view of the freight container of figure 1 having four corner fittings arranged on four bottom comers of the freight container.

Figure 3 shows a bottom perspective view of a front corner fitting of figure 2.

Figure 4 shows a bottom perspective view of a rear corner fitting of figure 2.

Figure 5 shows a side view of the first transport vehicle of figure 1 .

Figure 6 shows a trailer of a second embodiment of a first transport vehicle arranged alongside the second transport vehicle and depicting two upwardly facing transfer surfaces of the first transport vehicle.

Figure 7 shows an enlarged perspective view of the trailer of figure 6.

Figure 8 shows an exploded view of the trailer of figure 7 depicting a first elongated beam and a second elongated beam disengaged from a trailer body of the trailer.

Figure 9 shows an enlarged top perspective view of the first elongated beam of figure 8 and a displacing mechanism having a support plate supported on a support structure.

Figure 10 shows a bottom perspective view of the first beam and the support structure of figure 8.

Figure 11 shows an exploded view depicting the first beam and the support plate disengaged from the support structure. Figure 12 shows the first beam with a front plate removed and depicting an actuator assembly arranged inside the first beam.

Figure 13 shows a roller conveyor having a first link assembly, a second link assembly and a plurality of rollers.

Figure 14 shows a perspective view of an embodiment of a fixed front beam depicting two securing elements arranged in engaged position.

Figure 15 shows an actuating mechanism for moving the securing elements of figure 14 between engaged position and free position.

Figure 16 shows a perspective view of the front beam of figure 14 depicting two securing elements arranged in free position.

Figure 17 shows an exploded view depicting various structural details of the securing elements and the front beam and actuating mechanism of figures 14-16.

Figure 18 shows a bottom perspective view of a second embodiment of a support plate and a support structure and depicting a rotation preventing mechanism to prevent a lifting of an end of the support plate relative to the support structure.

Figure 19 and 20 show alternative securing elements and alternative second sliding mechanism of the displacing mechanism with the sliding support plate removed to illustrate hidden details arranged underneath the sliding support plate. Figure 21 and 22 show securing elements according to an alternative embodiment of the present invention, again with the sliding support plate hidden.

Figures 23a and 23b show respectively a top and a bottom perspective view of a trailer with a partially shown first embodiment of a transfer mechanism for transferring the freight container between two transport vehicles or between a transport vehicle and a cargo handling facility.

Figure 24a shows a front perspective view of the transfer mechanism of figures 23a and 23b.

Figure 24b shows a front perspective view of the transfer mechanism of figure 24a, but with a plate removed to show details of the inside mechanism.

Figure 24c shows a rear perspective view of the transfer mechanism of figures 23a and 23b.

Figures 24d and 24e show schematic side views of the transfer mechanism of figure 24a to illustrate the function of the transfer mechanism.

Figure 25 shows an alternative transfer mechanism coupled with a beam of the first transport vehicle in accordance with an embodiment of the present invention.

Figure 26 shows a trailer and a rail car arranged aligned with each other.

Figures 27 to 30 show various stages of the movement and engagement of the first beam of the first transport vehicle in the lateral direction relative to the trailer body. Figure 31 shows a top perspective view of two elongated beams with transfer surfaces and two different forms of locking mechanisms.

Figure 32 shows a top perspective view of the locking mechanism of the truck.

Figure 33 shows a bottom perspective view of the locking mechanism of figure 32 but where the housing is hidden to show the internal details of the locking mechanism.

Note that the embodiment shown in the figures are taken from different stages during the development of the system and should therefore not always be compared directly to each other as there might be small differences between the features. For example, figures 1 , 5 and 27-30 are slightly different than the embodiment shown in figures 6-13 and 26. Figures 1 , 5 and 27-30 are meant to show the overall arrangement and relationship between the different elements. Furthermore, since the drawings comprise many detailed features, certain features and details are hidden/removed to make the drawings simpler. For example, in certain cases, the start and end of a chain are shown, instead of the entire chain. The complete details of the chain would make the drawings much more complicated and as such have been left out. In other cases, the roller conveyor is simplified in the drawings to appear as a simple conveyor belt, but again this is to make the drawings more simple. This should be clear to the person skilled in the art together with the description.

Detailed description of the embodiments

Referring to FIG. 1 , an example of a transportation system 100 is shown, the transportation system 100 has a first transport vehicle 102, in this case a truck and trailer transport vehicle 104, and a second transport vehicle 106, in this case a rail car 108, arranged side by side to each other such that the longitudinal axes 110, 112 of the two transport vehicles 102, 106 are disposed substantially parallel to each other. A freight container 200 is arranged on the second transport vehicle 106. The longitudinal axes 110, 112 are aligned with the driving direction of the trailer truck 104 and the railcar 108. Although the freight container 200 is shown to be arranged on the second transport vehicle 106 for transfer to the first transport vehicle 102, it may be envisioned that the freight container 200 may be arranged on the first transport vehicle 102 for transfer to the second transport vehicle 106. The freight container 200 is defined by a length, a width and a height where the length is greater than the width and height. In the figures, the system 100 is arranged to work with freight containers 200 having the length, width and height dimensions of a standard 40’ freight container as defined according to ISO Standard 668. In other cases, the system 100 could be arranged to work with freight containers according to other standard sizes according to ISO Standard 668. In one example embodiment (not shown), the system 100 could be arranged to work with two 20’ containers. Other combinations are also possible, for example 30’, 45’, 48’ and 50’ containers. Just the distances between supporting surfaces would need to be adjusted.

The comers of the freight container 200 comprise facilities for receiving locking pins/elements to secure the freight container 200 to the trailer truck 104 or to the rail car 108. In the current embodiment, the facilities for receiving locking pins/elements are standard corner fittings 202 (shown schematically in FIGS. 2 to 4) as defined by ISO Standard 1161. The corner fittings 202 are shaped and sized to support and secure the freight container 200 on and to the transport vehicle, for example, the truck trailer 104 or the rail car 106, when it is placed on a transport vehicle. Containers and corner fittings of this kind are very well known. As shown in FIG. 2, the freight container 200 includes four corner fittings 202 arranged at four bottom comers of the freight container 200. As shown, two corner fittings 202a of the four corner fittings 202 are arranged at two front bottom comers of the freight container 200 and are adapted to be arranged proximate to a front end of the transport vehicle, for example, a front end 114 of the truck trailer 104, while the remaining two corner fittings 202b of the four corner fittings 200 are arranged at two rear bottom comers of the freight container 200 and are adapted to be arranged proximate to a rear end of the transport vehicle, in this case, a rear end 116 of the truck trailer 104. As shown in FIGS. 2 and 3, each of the front corner fittings 202a includes a side facing surface 204a defining a side opening 206a, a front facing surface 208a defining a front opening 210a, and a downwardly facing surface 212a defining a bottom opening 214a. Similarly, as shown in FIG. 4, each of the two rear corner fittings 202b includes a side facing surface 204b defining a side opening 206b, a rear facing surface 208b defining a rear opening 210b, and a downwardly facing surface 212b defining a bottom opening 214b.

Referring back to FIG. 1 and FIG. 5, the first transport vehicle 102 includes a truck 120 and a trailer 122 pivotally coupled to the truck 120. The trailer 122 includes a trailer body 124 supported on a plurality of wheels 126 and a load surface 128 (best shown in FIG. 6) arranged on the trailer body 124 and adapted to support the freight container 200. The trailer 122 includes a first longitudinal end 130 (i.e., front end 130) arranged proximate to the truck 120 and a second longitudinal end 132 (i.e., rear end 132) arranged distally from the truck 120 and defining the rear end 116 of the first transport vehicle 102. For facilitating the pivotal connection of the truck 120 with the trailer 122, the truck 120 includes a hitch 136 pivotally connected to a hitch connector plate 138 of the trailer 122. Hitches are provided in different forms depending on the size and weights of the vehicles involved. These details should be known to the person skilled in the art of trucks. Further, referring to FIGS. 5, 6, 7, and 8, the trailer 122 includes a pair of elongated beams, in this embodiment a first beam 140 and a second beam 142 arranged spaced apart from and substantially parallel to the first beam 140. Both beams 140, 142 are arranged substantially perpendicularly to the longitudinal axis 110 of the first transport vehicle 102. The beams 140, 142 are supported on the trailer body 124 and may extend from a first longitudinal side 144 of the first transport vehicle 102 to a second longitudinal side 146 of the first transport vehicle 102. As shown, the first beam 140 is arranged proximate to the front end 130 of the trailer 122, while the second beam 142 is arranged proximate to the rear end 132 of the trailer 122. In this embodiment, as shown in FIG. 5, the first beam 140 is arranged in front of the hitch connector 138. Accordingly, the first beam 140 is arranged between the front end 130 of the trailer 122 and the hitch connector 138 in a longitudinal direction. Also, in this embodiment, the first beam 140 is arranged and connected to the trailer body 124 such that a lower surface of the first beam 140 is arranged below a lower surface of the forward portion of the trailer body 124. In effect, the first beam is arranged in front of the trailer body such that it extends below the upper surface of forward portion of the trailer body. In this way, the total height of the trailer 122 with freight container 200 can be reduced. In another embodiment (not shown), the lower surface of the first beam 140 could be arranged above an upper surface of the trailer body 124. This would increase the total height of the system.

Moreover, the front corner fittings 202a of the container are arranged on the first beam 140 and the rear corner fittings 200b are arranged on the second beam 142 when the freight container 200 is arranged on the trailer 122. Accordingly, the full weight and load of the freight container 200 is supported by the beams 140, 142 of the trailer 122.

Also, the first beam 140 defines an upwardly facing transfer surface 148 (best shown in FIGS. 6, 7, and 8) that supports the front portion of a freight container 200. Accordingly, the front corner fittings 202a of a container are adapted to rest on the first transfer surface 148 of the first beam 140. In this manner, the first transfer surface 148 is arranged underneath and abutting the front corner fittings 202a of the freight container 200 when the freight container 200 is arranged on the load surface 128. Similarly, the second beam 142 defines an upwardly facing transfer surface 150 that supports a rear portion of the freight container 200. Therefore, the rear corner fittings 202b are adapted to rest on the second transfer surface 150 of the second beam 142. In this manner, the second transfer surface 150 is arranged underneath and abutting the rear corner fittings 202b of the freight container 200 when the freight container 200 is arranged on the load surface 128.

Accordingly, the first transfer surface 148 and the second transfer surface 150 together define the load surface 128, and a front edge 152 (shown in FIG. 6) of the first transfer surface 148 defines a front edge of the load surface 128, while a rear edge 154 (shown in FIGS. 7 and 8) of the second transfer surface 150 defines a rear edge of the load surface 128. Accordingly, the load surface 128 is a surface or an area on which the four corner fittings 202 rest when the freight container 200 is positioned on the trailer 122. In this embodiment, a width of each of the transfer surfaces 148, 150, in a direction substantially parallel to the longitudinal axis 110, is slightly greater than a width of a corner fitting 202 in the same direction. Additionally, each of the first transfer surface 148 and the second transfer surface 150 is a sliding surface 155 to facilitate in sliding of the corner fittings 202 of the freight container 200 in a lateral direction substantially perpendicular to the longitudinal axis 110 of the first transport vehicle 102.

In this embodiment, the mechanisms supporting the first beam 140 and the second beam 142 are essentially identical, but mirrored in structure, design, assembly, and function, and for the sake of clarity and brevity, only the first beam 140 is explained in detail in this specification. However, in other embodiments, not shown, the first beam 140 and the second beam 142 may be different.

It should be noted that in the current embodiment, the distance between the centre facing edges of the first and second transfer surfaces 148, 150 can be denoted as L1 and the distance between the outward facing edges of the transfer surfaces 148, 150 can be denoted as L2.

In order to optimize the system, the lengths L1 and L2 are chosen such that the transfer surfaces 148, 150 are placed under the typical locations of the corner fittings on freight container. The distances are provided based on ISO Standard 668 (Shipping containers) and ISO Standard 1161 (corner fittings).

According to the standard, the distances between the centres of the corner fittings of standard ISO shipping containers are as follows: 40' container - 11.985 m 30' container - 8.918 m 20' container - 5.853 m 10' container - 2.787 m

According to ISO standard 1161 , the hole dimension on a corner fitting is 124mm and as such the distance L1 is chosen to be less than the following values.

40' container: 11.985-.124=11.861

30' container: 8.918 - .124=8.794

20' container: 5.853 - .124=5.729

10' container: 2.787 - .124=2.663

Likewise, the distance L2 is chosen to be greater than the following values.

40' container: 11 .985 + .124=12.109 30' container: 8.918 + .124=9.042

20' container: 5.853 + .124=5.977

10' container: 2.787 + .124=2.911

In an embodiment, shown in FIGS. 9, 10, 11 and 12, the first beam 140 is in the form of a hollow beam with a rectangular cross section and includes a plurality of elongated plates 156, for example, four plates 156a, 156b, 156c, 156d, arranged in a rectangular configuration and attached to each other such that an elongated tunnel 158 is defined therebetween. In this embodiment, each of the plates 156 is coupled to the adjacent plates 156 by fasteners, in this case bolts. In another embodiment, each of the plates 156 are welded to the adjacent plates 156. When welding, thermal stresses can be introduced into the beam 140 which can cause structural deformation of the beam 140. This needs to be taken into account to ensure a flat and properly aligned transfer surface 148. When using mechanical fasteners, for example bolts, these thermal stresses can be avoided. As shown, the elongated tunnel 158 may extend from the first longitudinal side 144 to the second longitudinal side 146, and is adapted to house an actuator assembly 400, discussed later, (shown in FIG. 12) that facilitates the sliding of the first beam 140 relative to the trailer body 124 of the trailer 122.

In the embodiment shown, each transfer surface, for example, the sliding surface 155 arranged on the first beam 140, includes a roller conveyor 162. As shown, the roller conveyor 162 is an endless conveyor wrapped around a top plate 156a (also referred to as support plate 156a) of the first beam 140. In the embodiment, as best shown in FIG. 13, the roller conveyor 162 includes a pair of link assemblies, for example, a first link assembly 164 and a second link assembly 166, arranged spaced apart and parallel to each other, and a plurality of rollers 168 disposed between the pair of link assemblies 164, 166 and connected to link assemblies 164, 166. The first link assembly 164 includes a plurality of first link members 170 pivotably attached to each other, while the second link assembly 166 includes a plurality of second link members 172 pivotably attached to each other and arranged spaced apart and substantially parallel to the first link members 170. It may be appreciated each first link member 170 is engaged/attached to the two adjacently arranged first link members 170, and are arranged in a chain like configuration. Similarly, each second link member 172 is engaged/attached to the two adjacent second link members 172, and hence define a similar chain like configuration. Moreover, the rollers 168 are arranged between a space/gap defined between the two link assemblies 164, 166 and extend from the first link assembly 164 to the second link assembly 166. As shown, each roller 168 is rotatably engaged with a first link member 170 and a second link member 172 and may rotate relative to the first link member 170 and the second link member 172 about its central axis 174.

As shown in FIGS. 9 and 11 , each of the rollers 168 is arranged/oriented horizontally such that the central axis 174 is arranged substantially aligned in the direction of the longitudinal axis 110 of the first transport vehicle 102. Also, the plurality of rollers 168 are arranged in such a manner that a suitable gap exists between two neighbouring rollers 168. The roller conveyor 162 is arranged relative to the support plate 156a such that that roller conveyor 162 is adapted to displace/move relative to the support plate 156a in the lateral direction, and the rollers 168 are adapted to roll on an upper surface of the support plate 156a. Also, the first link assembly 164 and the second link assembly 166 are displaced in the lateral direction in response to the rolling of the rollers 168 on the upper surface of the support plate 156a. Further, the rollers 168 rotate about respective central axes 174 when the rollers 168 roll on the upper surface of the support plate 156a. Accordingly, the rollers 168 of the roller conveyor 162 are adapted to move in the lateral direction relative to the support plate 156a as well as the rollers 168 are adapted to rotate about respective central axis 174 when the freight container 200 is displaced in the lateral direction relative to the first beam 140 (i.e. , the trailer 122). Due to the use of a roller conveyor as described herein, the rolling friction between the beam 140 and the freight container 200 will be very low.

Although a roller conveyor 168 is used as the sliding surface 155 in this embodiment, it may be appreciated that the sliding surface 155, in other embodiments, may include a friction reduction coating to facilitate the sliding of the freight container 200 directly on and relative to the transfer surfaces 148, 150.

Further, the first beam 140 and the second beam 142 are adapted to displace relative to the trailer body 124 in the lateral direction. In this embodiment, the beams 140, 142 are arranged to displace at least 25cm relative to the trailer body 124 to both sides. To move/displace the first beam 140 and the second beam 142 in the lateral direction relative to the trailer body 124, the trailer 122 includes displacing mechanisms 178. The trailer includes two displacing mechanisms 178, one associated with the first beam 140 and one associated with the second beam 142. With reference to the first beam 140, as shown in FIGS. 9, 10, 11 , and 12, the displacing mechanism 178 includes a support plate 180 fixedly attached to the first beam 140 and supported on the trailer body 124. The support plate 180 extends from the first beam 140 towards the second beam 142 and is adapted to slide relative to the trailer body 124 in the lateral direction along with the first beam 140. In an embodiment, the support plate 180 has a dimension along the longitudinal axis 110 of the first transport vehicle 102 which is at least four times the dimension of the first beam 140 along the longitudinal axis 110 of the transport vehicle 102. As shown, the support plate 180 includes an upper surface 182 and a lower surface 184 disposed opposite to the upper surface 182 and facing the ground, and is arranged on the trailer body 124 such that a distance of the lower surface 184 of the support plate 180 from the ground is greater than a distance of a lower surface 185 (shown in FIG. 10) of the first beam 140 from the ground. Accordingly, the lower surface 185 of the first beam 140 is arranged more proximate to the ground surface relative to the lower surface 184 of the support plate 180. In this embodiment, the first beam 140 and the support plate 180 are arranged such that the upper surface 182 of the support plate 180 is essentially aligned with the upper surface of the top plate 156a of the first beam 140. In this case, the upper surface of the first transfer surface 148 extends above the upper surface 182 of the support plate 180.

As shown, the support plate 180 is supported via a support structure 181 fastened to the trailer body 124, and is adapted to slide relative to the support structure 181. To facilitate the sliding of the support plate 180 relative to the support structure 181 , in this embodiment, the displacing mechanism 178 may include a first sliding mechanism 186 arranged proximate to the first beam 140 and a second sliding mechanism 188 disposed away from the first beam 140. In one embodiment, the first sliding mechanism 186 includes at least one roller conveyor 190 wrapped around the support plate 180 and extending along a portion of the roller conveyor 162 in the lateral direction. Referring to FIGS. 9, 11 , and 12, the first sliding mechanism 186 is shown to include a pair of roller conveyors 190 arranged proximate to longitudinal edges of the support plate 180. Similarly, the second sliding mechanism 188 is shown to include a pair of roller conveyors 192 arranged proximate to the longitudinal edges of the support plate 180. As shown, a portion of the roller conveyors 190, 192 are arranged between the support plate 180 and the support structure 181 .

Each of the roller conveyors 190, 192 is similar in construction to the main roller conveyor 162 and includes a plurality of rollers 194 adapted to roll on an upper surface 196 of the support structure 181 to facilitate a displacement of the roller conveyors 190, 192 in the lateral direction. Further, the rollers 194 are adapted to rotate about respective central axis as the rollers 194 roll on the upper surface 196. In this manner, the roller conveyors 190, 192 displace in the lateral direction and the rollers 194 rotate about respective central axis in response of the sliding of the support plate 180 relative to the support structure 181 , thereby reducing a friction between the support plate 180 and the support structure 181. Although the roller conveyors 190, 192 are contemplated to reduce friction between the support plate 180 and the support structure 181 for facilitating the sliding of the support plate 180, it may be appreciated that friction reducing coating may be applied at the contact surface of the support plate 180 and/or the support structure 181 to enable an easy sliding of the support plate 180. This is illustrated in the embodiment shown in figures 18-22

In an embodiment, as shown in FIGS. 18-22 and 25, the roller conveyors 192 of the second sliding mechanism 188 are omitted. In this case, the second sliding mechanism 188 includes a pair of blocks 300 extending downwardly from the lower surface 184 of the support plate 180 and attached to support plate 180. The blocks 300 are arranged inside an elongated channel 301 defined by the support structure 181 and are adapted to slide in the lateral direction inside the channel 302. In an embodiment, engagement surfaces of the blocks 300 and the support structure 181 may include a friction reducing coating to facilitate sliding of the blocks 300, and hence the support plate 180 relative to the support structure 181 .

Referring to FIGS. 10, 11 , 14, 18-22, and 25, the support structure 181 may include a pair of support beams 302, 304 extending in a direction perpendicular to the longitudinal axis 110 of the first transport vehicle 102. As shown, a first support beam 302 is arranged proximate to first beam 140 and may be located underneath the support plate 180, while a second support beam 304 is disposed proximate to a free end 306 of the support plate 180 and is also located underneath the support plate 180. As shown in FIG. 11 , in the assembly, the first support beam 302 may include a front vertically arranged surface 308 arranged contacting a side surface or a side plate 156d of the first beam 140. To enable a smooth sliding of the first beam 140 relative to the support structure 181 , the support structure 181 may include a plurality of rollers 310 arranged vertically and spaced apart from each other. In an embodiment, the plurality of rollers 310 may be rollers of a plurality of roller conveyors 312 that slide in the lateral direction. Each of the roller conveyors 312 are similar in construction and assembly except that central axes of the rollers 310 are oriented in a vertical direction. Moreover, as shown in FIGS. 9 to 12, each of the support beams 302, 304 may define elongated channels 316, 318, and are connected to a plurality of longitudinally extending frame members 320, 322. These frame members 320, 322 could be components of the main longitudinal frame structure of the trailer 122 itself. Also, as illustrated, each of the support beams 302, 304 extends outwardly of the longitudinal edges of the support plate 180 in the lateral direction.

Further, the support structure 181 includes a flange 324 (best shown in FIGS. 10 and 11 ) attached to an upper surface 326 of the second support beam 304 and extending outwardly of the second support beam 304 towards the second beam 142. Also, the flange 324 is arranged/sandwiched between the second support beam 304 and the support plate 180 such that the free end 306 of the support plate 180 is arranged more outwardly towards the second beam 142 relative to a free edge 328 of the flange 324.

As shown in FIG. 10, the displacing mechanism 178 includes a rotation preventing mechanism 330 to restrict/prevent a rotation of the support plate 180 and first beam 140 about a lateral axis when the freight container 200 is supported on the first beam 140. In an embodiment, the rotation preventing mechanism 330 may include at least one stopper 336, for example, a wheel 338, attached to the support plate 180. As shown, two stoppers 336 or two wheels 338 are disposed proximate to the free end 306 of the support plate 180, Each wheel 338 extends downwardly of the downwardly facing surface (i.e., the lower surface 184) of the support plate 180 and may abut a downwardly facing surface 340 of the flange 324. Also, the wheels 338 are adapted to roll on the downwardly facing surface 340 when the support plate

180 is moved/displaced in the lateral direction relative to the support structure 181. Although, downwardly extending stoppers 336 are shown and contemplated, in another embodiment (not shown) the stoppers 336, for example, the wheels 338, may extend upwardly from the support structure

181 or trailer body 124 and may be abutted with the upwardly facing surface (i.e., upper surface 182) of the support plate 180. The displacing mechanism 178 may also include additional stoppers 336’ (shown in FIG. 14) attached to the support plate 180 and arranged proximate to the first support beam 302, contacting a flange 324’ attached to the first support beam 302. Additionally, the displacing mechanism 178 includes a plurality of the rollers, for example, first rollers 360 and second rollers 370, each having a substantially vertical axis and attached to the lower surface 184 of the support plate 180. The first rollers 360 are arranged proximate to the free end 306 of the support plate 180, contacting a side surface of the flange 324, and are adapted to rotate or roll about respective vertical central axis when the support plate 180 is displaced in the lateral direction. Similarly, the second rollers 370 are arranged proximate to the first support beam 302, contacting a side surface of the flange 324’, and are adapted to rotate or roll about respective vertical central axis when the support plate 180 is displaced in the lateral direction.

Moreover, referring back to FIG. 12, the displacing mechanism 178 includes a pair of actuator assemblies 400 to move the pair of elongated beams 140, 142 in the lateral direction. Both the actuator assemblies 400 are similar in construction, assembly, and function, and therefore, for the sake of clarity and brevity, only the actuator assembly 400 associated with the first beam 140 is explained in detail. As shown in FIG. 12, the actuator assembly 400 may include at least one linear actuator 402 arranged at least partially inside the elongated tunnel 158 of the first beam 140 or on either side of the first beam 140. The actuator 402 has a cylinder 404 connected to the first beam 140 and a rod 406 adapted to telescopically extend or retract relative to the cylinder 404 to facilitate the sliding of first beam 140 in the lateral direction. As shown, the rod 406 includes an end portion 408 having a substantially rectangular cross-section and adapted to connect with a similar beam of the second transport vehicle 106. As shown, the end portion 408 may include a through hole 410 to receive a pin for engaging the rod 406 with the second transport vehicle 106. To slide the first beam 140 relative to the trailer body 124, the rod 406, at first, is moved to an extended position, and engaged with the second transport vehicle 106. In the extended position, a portion of the rod 406 extends outwardly of the elongated tunnel 158. The rod 406 is connected with the second transport vehicle 106 by aligning a connection hole of the second transport vehicle 104 with the through hole 410 of the end portion 408 of the rod 406, and inserting a pin through both the connection hole and the through hole 410. Once the end portion 408 is engaged with the second transport vehicle 106, the actuator 402 is retracted which will cause the first beam 140 on the first transport vehicle 102 to displace relative to the first transport vehicle 102 and towards the second transport vehicle 106. The details of the second transport vehicle 106 will be described later in the description. This procedure is also described in more detail with regards to figures 26-30.

Further, it may be appreciated that the linear actuators 402 may be hydraulic actuators. Although the linear actuators 402 are contemplated as hydraulic actuators, it may be envisioned that any other type of actuators, such as, but not limited to, pneumatic actuators, electric actuators, etc., may also be possible. Once the rod 406 engages with the second transport vehicle 106, the rod 406 is retracted by the actuator 402, which causes the first beam 140 to displace over to the second transport vehicle 106 and to engage tightly with the similar beam of the second transport vehicle 106. The two beams 140 are then clamped strongly together via the actuator 402. To lock the freight container 200 on the load surface 128, and hence the beams 140, 142, the trailer 122 includes a plurality of securing elements 500. The trailer 122 includes two securing elements 500 arranged at the front end 130 of the trailer 122 for securing and locking the freight container 200 with the first beam 140, and two securing elements 500 arranged at the rear end 132 of the trailer 122 for securing and locking the freight container 200 with the second beam 142.

Referring back to FIG. 9, a structure, assembly, and function of the securing element 500, according to an embodiment of the disclosure is explained. The securing element 500 is adapted to move between an engaged position and a free or disengaged position. The securing element 500 is arranged to displace linearly between the engaged position and the free position in a direction substantially parallel to the longitudinal axis 110 of the first transport vehicle 102. In the engaged position, the securing element 500 is arranged above the first transfer surface 148 and is adapted to contact one of the corner fittings, for example, the front corner fitting 202a, of the freight container 200. In the free position the securing element 500 is arranged away from the first transfer surface 148, and hence is disengaged from the associated corner fitting 202a. In this embodiment, the securing element 500 includes a plate 502 adapted to be disposed above the first transfer surface 148 and substantially parallel to the first transfer surface 148 in the engaged position. Also, in the engaged position, the plate 502 is arranged at a vertical gap from the first transfer surface 148 (i.e., the roller conveyor 162). Accordingly, the plate 502 (i.e., the securing element 500) may float above the first transfer surface 148 and may be connected to the first beam 140 on both sides of the first transfer surface 148 (i.e., the roller conveyor 162). In this way, when the freight container 200 is resting on the securing elements 500, the securing elements 500 are not slidably arranged on the first transfer surface 148 and the freight container 200 will be held in position. However, in some embodiments, the plate 502 may abut the first transfer surface 148 and additional side stops be provided to hold the freight container 200 in place.

Further, in the free position, the plate 502 is arranged longitudinally offset from the first transfer surface 148. Further, the securing element in this embodiment includes an engagement member 504, for example, a pin, disposed substantially centrally to the plate 502, and extending upwardly and substantially perpendicularly from an upwardly facing surface 506 of the plate 502. The engagement member 504 is adapted to be arranged to extend inside the opening 214a of the downfacing surface 212a of the associated corner fitting 202a to secure and lock the freight container 200 with the first beam 140. To facilitate the displacement of the securing element 500 between the free position and the engaged position, the securing element 500 may include at least one guide structure 510. In an embodiment, the guide structures 510 are the slots 512 in the plate 502. It may be appreciated that a length and width of the plate 502 may be greater than the width and the length of the associated corner fitting 2002a. In some embodiments, the securing element 500 may be displaced between the engaged position and the free position manually by an operator. Alternatively, the securing elements 500 may be displaced via an actuator, for example a hydraulic or electrical actuator.

In the current embodiment, to move the securing elements 500 between the engaged position and the free position when the freight container 200 is arranged on the load surface 128 (i.e., the beams 140, 142), the freight container 200 needs to be lifted from the load surface 128 (i.e., the beams 140, 142). For lifting the freight container 200, the trailer includes a lifting mechanism 600. The lifting mechanism 600 includes a first lift assembly 602 arranged proximate to the first beam 140 and a second lift assembly (not shown) arranged proximate to the second beam 142. In this embodiment, the first lift assembly 602 and the second lift assembly are identical in construction and function and details of only the first lift assembly 602 are discussed in detail.

Referring back to FIG.9, 10, and 11 , the first lift assembly 602 includes a pair of lifts, for example, a first lift 604 and a second lift 606 arranged substantially parallel and spaced apart from the first lift 604. The first lift 604 extends from the first support beam 302 to the second support beam 304, and may be arranged at a first longitudinal side 380 of the support plate 180, while the second lift 606 is arranged at the a second longitudinal side 382 of the support plate 180 and extends from the first support beam 302 to the second support beam 304 The first lift 604 and the second lift 606 are identical in construction and function, and for the sake of clarity and brevity, the construction and the function of the only the first lift 604 is explained in detail. In the embodiment, shown in FIG. 10, 11 , the first lift 604 may include two identical lifting members 610, 612, one arranged inside the elongated channel 316 of the first support beam 302 and other arranged inside the elongated channel 318 of the second support beam 304. In this embodiment, each of the lifting members 610, 612 is a hydraulic cylinder having a cylinder and a telescopic piston rod adapted to extend or retract relative to the cylinder. Further the first lift 604 includes a support member 616 extending in a longitudinal direction between the lift members 610, 612 and connected to the piston rods of the lift members 610, 612 and is adapted to support and lift the freight container 200 in response to extension of the piston rods. As shown, the first lift 604 and the second lift 606 are arranged such that the support plate 180 is arranged between the two lifts 604, 606.

Referring to FIGS. 14 to 17, securing elements 700 for securing the corner fittings 202a with the first beam 140 are shown, according to an alternative embodiment of the disclosure. The particular arrangement shown in figures 14 to 17 is explained with reference to the first beam 140 of railcar 108, however similar mechanism could also be used for the truck. The securing elements 700 are adapted to engage with the front facing surface 208a of the corner fittings 202a. As illustrated, the securing element 700 includes a base member 702, an extension member 704 attached to the base member 702, and an engagement member 706 extending from the extension member 704 and adapted to engage with the opening 210a in the front facing surface 208a of the associated corner fitting 202a. Further, the securing element 700 is adapted to displace between an engaged position (shown in FIG. 14 and FIG. 15) and a free position (shown in FIG. 16), and is biased to the free position. In the engaged position, the engagement member 706 is engaged with the associated corner fitting 202a, hence securing the freight container 200 on the load surface 128 or the first beam 140. In this embodiment, in the engaged position, the freight container 200 is prevented from moving forward or backward, sideways and up and down by the securing elements 700. As shown, the base member 702 is disposed underneath the top plate 156a of the first beam 140 and is arranged substantially parallel to the first transfer surface 148 and extends in a direction of the longitudinal axis 110 of the second transport vehicle 102. As shown, the base member 702 extends through the first beam 140 in a direction of the longitudinal axis 110 and is arranged on both sides of the first beam 140. Also, the extension member 704 extends upwardly from a longitudinal end 707 of the base member 702 and is disposed substantially perpendicular to the base member 702. As illustrated, the extension member 704 is arranged facing a front facing plate 156c of the first beam 140 and is disposed substantially parallel to the front facing plate 156c of the first beam 140. It should be noted that the extension member 704 may contact the front facing plate 156c when arranged at the engaged position, and may be arranged at a distance from the front facing plate 156c of the first beam 140 when arranged in the free position. Also, the engagement member 706, for example, a pin 708, may extend outwardly of the extension member 704 in a direction substantially parallel to the longitudinal axis 110 of the first transport vehicle 102. The pin 708 is adapted to be arranged inside the opening 210a of the front facing surface 208a of the associated corner fitting 202a to secure and lock the freight container 200 on the first transfer surface 148 in the engaged position, while the pin 708 is arranged out of the opening 210a in the free position of the securing element 700.

To move the securing elements 700 between the engaged position and the free position, the railcar 108 includes an actuating mechanism 800. Referring to FIGS. 14 to 17, the actuating mechanism 800 includes an actuator bar 802 for displacing securing elements 700 associated with the first beam 140. Similar actuating mechanism may also be contemplated for moving the securing elements 700 associated with the second beam 142.

As shown, the actuating bar 802 may be arranged at a rear facing side of the first beam 140, and may extend along an entire length of the first beam 140. Accordingly, the actuating bar 802 extends along an entire width of the railcar 108. The actuating bar 802 includes a pair of wedges, for example a first wedge 804 and a second wedge 806, arranged spaced apart from each other and are adapted to facilitate displacement of the associated securing elements 700 from the free position to the engaged position. The actuating bar 802 is also adapted to be displaced between a first position (shown in FIGS. 14 and 15) and a second position (shown in FIG. 16) relative to the first beam 140, and is biased to the first position by at least one biasing member, for example, a first spring 808 and a second spring 810. As shown, the first spring 808 and the second spring 810 are arranged on both sides of a protrusion 812 arranged substantially centrally to the actuating bar 802. The protrusion 812 extends substantially perpendicularly from a shaft 814 of the actuating bar 802 in a direction substantially parallel to the longitudinal axis 110 of the second transport vehicle 108. The first spring 808 extends from the protrusion 812 towards a first end 816 of the shaft 814, while the second spring 810 extends from the protrusion 812 towards a second end 818 of the shaft 814. As shown, an end of the first spring 808 is connected to the first side of the protrusion 812 and the other end of the first spring 808 is engaged to the first beam 140. Similarly, an end of the second spring 810 is connected to the second side of the protrusion 812 and the other end of the second spring 810 is engaged to the first beam 140.

Accordingly, the first spring 808 is stretched, while the second spring 810 is compressed when the actuating bar 802 is moved/displaced to the second position from the first position. Also, in the first position each of the wedges 804, 806 is arranged inside slots 710 defined by the base members 702 of the securing element 700, causing the securing elements 700 to move in a direction ‘A’ to the engaged position by compressing springs 712. The springs 712 bias the securing elements 700 to the free position, and are connected to the base member 702 and a block 820 housing the base member 702 and attached to the first beam 140. The wedges 804, 806 are adapted to move out of the respective slots 710 of the associated securing elements 700 when the actuating bar 802 moves to the second position from the first position, and are arranged outwardly of the respective slots 710 in the second of the actuating bar 802. In an embodiment, the actuating mechanism 800 may include a retention mechanism to retain/keep the actuating bar 802 at the second position. Further, the actuating bar 802 may include a pair of handles 822, 824 arranged at the ends 816, 818 of the shaft 814 to facilitate a pushing or pulling of the actuating bar 802 between the first position and the second position. Although a manually operated actuating bar 802 is shown and contemplated, it may be appreciated that actuating bar 802 may be displaced between the first position and the second position by a powered actuator, such as, but not limited to, a hydraulic actuator, a pneumatic actuator, or an electric actuator. In an embodiment where the securing elements 700 are arranged on the rail car 108, the handles 822, 824 may be operated from an actuating mechanism mounted on the first transport vehicle 102. For example, a hydraulic cylinder on the truck trailer 104 could be arranged to push the handles 822,824 once the two beams of the first transport vehicle 102 and the second transport vehicle 106 were joined together. In this way, the rail car 108 does not need a separate power source, but all the “powered” operations can be performed via the truck trailer 104 which typically has a built-in hydraulic power supply already. In another embodiment (not shown), the railcar could be provided with hydraulic actuators which are connectable to a hydraulic power source on the truck. For example, a quick connect hydraulic coupling could be provided on the railcar which was engaged with a corresponding hydraulic couple on the truck such that the railcars hydraulic actuators were powered by the trucks hydraulic power supply.

In another embodiment (not shown), the base member 702 and/or the extension 704 is fixed relative to the first beam 140, and therefore sliding of the base member 702 between the engaged position and free position is prevented. Instead, the pin 708 is adapted to move relative to the extension member 704 between the engaged position and the free position in a direction substantially parallel to the longitudinal axis 110 of the first transport vehicle 102. In the engaged position, the pin 708 is arranged outwardly of the extension member 704 and extends towards the centre of the trailer 122, and is engaged with the opening 210a of the associated corner fitting 200a. Further, in the free position, the pin 708 may retract in a direction ‘B’ relative to the extension member 704 and is arranged outside the opening 210a of the associated corner fitting 202a. The securing elements 700 may include suitable assembly, for example, an L-shaped lever assembly that is adapted to be actuated by the actuating bar 802 to move the pin 708 between the engaged position and the free position.

Referring to FIGS 19 and 20, a securing element 900 for securing the corner fittings 202a with the first beam 140 are shown, according to an alternative embodiment of the disclosure. The securing element 900 includes a block 902 fixedly attached to the first beam 140 and a pin 904 adapted to move in a direction substantially parallel to the longitudinal axis 110 of the first transport vehicle 104 relative to the block 902. The pin 904 is adapted to move between an engaged position, shown in FIG. 20, and a free position, shown in FIG. 19. In the engaged position, the pin 904 is adapted to extend into the opening 210a of the front facing surface 208a of the corner fitting 202a, thereby enables a locking of the freight container 200 on the first transfer surface 148 (i.e., the load surface 128). It should be appreciated that the pin 904 is moved between the free position and the engaged position manually by an operator or by an actuator which is not shown.

Again referring to FIGS. 19 and 20, a securing element 1000 for securing the corner fittings 202a with the first beam 140 are shown, according to an alternative embodiment of the disclosure. Note that in a real world system, the securing elements at the two comers of the beam 140 would be the same, however, for the sake of brevity, in the current figures, two different securing elements are shown, one at each corner. The securing element 1000 includes a block 1002 pivotally attached to the first beam 140 and is adapted to pivot about an axis 1006 that is substantially perpendicular to the longitudinal axis 110 of the first transport vehicle 102. The axis 1006 extends in the lateral direction of the first transport vehicle 102. The securing element 1000 is adapted to pivot between an engaged position (shown in FIG. 19) and a free position (shown in FIG. 20). In the free position, a pin 1004 of the securing element 1000 is arranged away from the first transfer surface 148, while in engaged position, the pin 1004 is arranged, at least partially above the first transfer surface 148. In the engaged position, the pin 1004 is adapted to be disposed inside the opening 210a of the front facing surface 208a of the associated corner fitting 202a, and thereby enables the locking of the freight container 200 with the first transfer surface 148. It should be appreciated that the securing element 1000 is moved between the free position and the engaged position manually by an operator or by a suitable actuator. Referring to FIGS 21 and 22, a securing element 1100 for securing the corner fittings 202a with the first beam 140 are shown, according to an alternative embodiment of the disclosure. The securing element 1100 in includes a block 1102 slidably attached to the first beam 140 and is adapted to move in a direction substantially parallel to the longitudinal axis 110 of the first transport vehicle 102 between an engaged position (shown in FIG. 21) and a free position (shown in FIG. 22). The securing element 1100 also includes a pin 1104 fixedly connected to the block 1102. In the engaged position, the pin 1104 is adapted to extend into the opening 210a of the front facing surface 208a of the corner fitting 200a, thereby enabling a locking of the freight container 200 on the first transfer surface 148 (i.e., the load surface 128). It should be appreciated that the securing element 1100 is moved between the free position and the engaged position manually by an operator or by a suitable actuator. The securing elements 900, 1000, 1100 shown in the figures 19-22 are shown schematically, to illustrate different possible conceptual solutions. It is maintained that the person skilled in the art would be able to provide suitable mechanisms to implement these schematically illustrated embodiments.

Additionally, as shown in FIGS, 6, 7, and 8, the trailer 122 in this embodiment includes a pair of guide surfaces, a forward guide surface 1200 associated with the first beam 140 and arranged at the front end 130 of the trailer 122, and a rearward guide surface 1202 associated with the second beam 140 and arranged at the rear end 132 of the trailer 122. Each of the guide surfaces 1200, 1202 extends substantially perpendicular to the longitudinal axis 110 of the first transport vehicle 102 and extend along an entire length of the associated beam 140, 142. The forward guide surface 1200 is adapted to abut the front facing surface 208a of the front corner fittings 202a, while the rearward guide surface 1202 is adapted to contact the rear facing surface 208b of the rear corner fittings 202b. It may be envisioned that both the guide surfaces 1200, 1202 are identical in construction and function, and therefore, for the sake of clarity and brevity, structure and function of the guide surfaces 1200, 1202 are explained with reference to the guide surface 1200 arranged at the front end 130 of the trailer 122. As shown, in one embodiment, the guide surface 1200 may include a plurality of rollers 1204 arranged vertically and arrayed along the width of the trailer 122 from the first longitudinal side 144 to the second longitudinal side 146. Accordingly, the guide surface 1200 is defined by an outer surface of the associated rollers 1204. As shown, each roller 1204 includes an axis 1206 that is oriented in a vertical direction. Further, the rollers 1204 may be arranged such that a gap between two consecutive rollers 1204 is less than a width of the front facing surface 208a of the corner fitting 202a. In an embodiment, the gap may be less than 16 centimetres. Also, the rollers 1204 are adapted to roll about respective central axes 1206 when the freight container 200 is displaced in the lateral direction relative to the transfer surfaces 148, 150, thereby facilitates the sliding of the freight container 200 in the lateral direction perpendicular to the longitudinal axis 110. Also, the guide surfaces 1200, 1202 prevents the movement of the freight container 200 forwardly and rearwardly in a direction substantially parallel to the longitudinal axis 110 to prevent falling of the freight container 200 from the trailer 122. Further, the guide surfaces 1200, 1202 prevent twisting of the freight container 200 during the displacement of the freight container 200 relative to the transfer surfaces 1200, 1202. Although guide surfaces 1200, 1202 having the rollers 1204 are illustrated, it may be appreciated that the guide surfaces 1200, 1202 may include other forms of guide surfaces with friction reducing coatings to facilitate the sliding of the freight container 200 in the lateral direction. In this embodiment, the rollers of the guide surfaces on the truck are connected to the elongated beam and displaces with the beam when the beam is displaced. In this way, the guide surfaces are fixed in relation to the transfer surfaces, even when the beam itself displaces. Further, in the embodiment shown, the trailer 122 include a transfer mechanism 1300 to facilitate the transfer of the freight container 200 from the second transport vehicle 106 to the first transport vehicle 104 and vice versa. FIGS. 23a+23b together with figures 24a-24e illustrate one embodiment of a transfer mechanism.

The transfer mechanism 1300 illustrated includes a conveyor mechanism 1302 adapted to be displaced in the lateral direction relative to the trailer body 124 and is arranged between the two beams 140, 142. Further, each conveyor mechanism 1300 includes a beam 1304 adapted to be displaced relative to the trailer body 124 in the lateral direction and a conveyor chain 1306 wrapped around the beam 1304 and adapted to move/rotate relative to the beam 1304, Further, the conveyor mechanism 1302 includes two sets 1308, 1310 of adjacent blocks 1308a-d, 1310a-d attached to the conveyor chain 1306 and adapted to engage with the freight container 200 to enable a pulling of the freight container 200 from the rail car 108 to the trailer 122 when the conveyor 1306 is moved relative to the beam 1304 and the beam 1302 is moved back to the trailer 122 from a displaced position.

As shown, the sets of blocks 1308, 1310 are arranged such that a gap 1312 exists between the two sets of blocks 1308, 1310. To engage the blocks 1308, 1310 with the freight container 200, the conveyor chain 1306 is rotated such that the blocks 1308, 1310 are arranged at a corner of the conveyor 1306 and one of the sets of blocks 1308, 1310, for example, the first set of blocks 1308a-d is displaced past the end of the beam. It can be imagined that as the chain 1306 moves around the end of the beam, the blocks will also rotate around the end of the beam. Since there are four individual blocks 1308a-d, the blocks can easily rotate around the end of the beam and follow the chain. However, when the blocks come back to the straight section of the beam, the blocks will press up against each other and form a rigid block. If a single block where used, then the block would cause a large torque in the chain when the block was pushing or pulling the edge of the container. By arranging multiple blocks beside each other, this torque can be reduced.

Once, the blocks are rotated around the edge of the beam, the conveyor 1306 chain and beam is moved underneath the freight container 200 by displacing the beam 1304 relative to the trailer body 124 such that one of the blocks 1308, 1310, for example, the block 1308, is arranged underneath the freight container 200 such that a rim 1314 of the freight container 200 is arranged inside the gap 1312. After positioning the conveyor 1306 and the block 1308 underneath the freight container 200 and positioning the rim 1314 inside the gap 1312, the conveyor chain 1306 is rotated in a reverse direction to move the block 1308 upwardly of the conveyor 1306. In so doing, the blocks 1308, 1310 are engaged with the rim 1312 of the freight container 200 (shown in FIG. 24e). Subsequent rotation of the conveyor 1306 and displacement of the beam 1304 pulls the freight container 200 towards the trailer 122.

Figures 24a-24e show different views of the transfer mechanism 1300 to better explain the function. The transfer mechanism is driven by two hydraulic motors (not shown). One of the motors is attached to a drive shaft 1320 on the front of the mechanism and a second motor is attached to a drive shaft 1330 on the rear of the mechanism. The front shaft is connected to two pulleys 1340. The two pulleys are connected to a drive chain 1350 which wraps around the entire beam. As the front drive shaft 1320 rotates, the first conveyor chain 1350 will also rotate. This causes the blocks 1308,1310 to displace as well. The second drive shaft 1330 on the rear of the unit is also connected to two pulleys 1360 which are connected to a second drive chain 1370. The second drive chain is connected to two ends of the transfer beam 1304. Hence, as the second drive shaft rotates, the transfer beam will be displaced to the right or to the left depending on the direction of rotation of the motor. In this way, the two functions of the transfer mechanism, displacement of the beam and displacement of the blocks can be controlled independently of each other. It should be noted that the pulleys connected to the first drive chain 1350 are close together and centered in the mechanism while the two pulleys 1360 connected to the second drive chain 1370 are spaced apart from each other. In this way, the first drive chain is located in the center of the housing ahiwle the second drive chain is split into two sections, one arranged on either side of the first drive chain.

It should be noted that the mechanism further comprises two lifting units 1390. The lifting units are supported on two beams 1392 which are not shown in figures 23a+23b, but are shown schematically in figures 24d+24e. The two beams are fixed with regards to the trailer body and pass through the two openings 1314 in the housing 1315 of the transfer mechanism, and the transfer unit itself is arranged displaceable in an up and down direction relative to the trailer body. In this way, the entire transfer mechanism can be moved up or down. This has two functions. In a first function, the transfer mechanism can be lowered to allow the blocks to pass the bottom of the container. This is useful if the blocks need to be moved from one side of the container to the other. Once the blocks are in the correct position, then the transfer mechanism can be moved up again.

The second function is to lift the central portion of the container itself. When the container is first placed on the trailer, the center portion of the container will not be supported. This could cause problems during transport, since the central portion of the container will move up and down. Hence, the transfer mechanism in this embodiment is arranged to be able to lift the central portion of the container slightly. In one embodiment (not shown), the transfer mechanism can be arranged on top of air cylinders which can be inflated to lift the transfer mechanism against the bottom of the container and thereby lift the container. Once the container is lifted slightly, mechanical spacing blocks (not shown) can be placed between the bottom of the container and the frame of the trailer body. The transfer mechanism can then lower the container and the container will rest on the blocks. Similarly, when the container is to be removed, the transfer mechanism can lift the container slightly and the blocks removed. Different automatic mechanisms for moving the blocks can be provided, but are not disclosed in detail here.

It should be noted that the arrangement of a transfer mechanism to displace the containers using a conveyor chain and a first set of adjacent blocks and a second set of adjacent blocks could form the basis of a divisional application. The first and second set of adjacent blocks each comprise at least two or at least three blocks which are arranged abutting each other when the chain is straight. By providing a set of blocks with more than 2 blocks, the multiple blocks will be able to bend around a corner when the chain goes around the corner, but then join together to form a rigid block when the set of blocks is arranged on the flat surface of the beam.

The transfer mechanism 1300 discussed above, is just one possible transfer mechanism suitable for pulling/pushing the container 200 between the two vehicles. Alternative transfer mechanisms can also be provided.

Referring to FIG. 25, a schematically shown transfer mechanism 1400 according to an alternative embodiment is shown. The transfer mechanism 1400 includes an elongated rail 1402 fixedly attached to the elongated beam, i.e. , the first beam 140, and is arranged at the front end 130 of the trailer 122 and extends along an entire width of the trailer 122. The elongated rail 1402 defines a channel 1404 to receive an elongated transfer beam 1406. The elongated transfer beam 1406 is adapted to slide in the lateral direction relative to the elongated rail 1402, and is adapted to telescopically extend or retract relative to the elongated rail 1402. Further, securing elements 1408 are arranged attached to the elongated transfer beam 1406. It may be appreciated that at least half of the elongated transfer beam 1406 is adapted to extend outwardly of the channel 1404. To pull the freight container 200 from the second transport vehicle 106 to the first transport vehicle 102, the elongated rail 1402 is displaced along with the first beam 140 relative to the trailer body 124 or the support structure 181 such that first beam 140 is abutted with a corresponding beam of the second transport vehicle 106.

Thereafter, the elongated transfer beam 1406 is moved outwardly of the channel 1404 such that one of the securing elements 1408, i.e., a first securing element 1408a, is arranged facing one of the corner fittings 202a of the freight container 200, Thereafter, the first securing element 1408a is engaged with the corner fitting 202a. Subsequently, the elongated transfer beam 1406 is moved back inside the channel 1404, resulting in movement of the freight container 200 towards the trailer 122. Thereafter, the first securing element 1408 is disengaged from the corner fitting 202a, and the elongated transfer beam 1406 is moved outwardly of the channel 1404 and the first securing element 1408a is engaged with other corner fitting 202a of the freight container 200. After engaging the first securing element 1408a with the other corner fitting 202a, the elongated transfer beam 1406 is moved back inside the channel 1404, resulting in the pulling of the freight container 200 onto the load surface 128 of the trailer 122. Subsequently, the first beam 140 is disengaged from a corresponding beam of the second transport vehicle 106 and then moved back to the original position. The securing elements can then engage with the corner fittings of the container to lock the container on the load surface of the container. Similarly, the trailer 122 may include a second similar transfer mechanism (not shown) attached to the second beam 142 of the first transport vehicle 106. This operation may be performed in reverse to push a container 200 from the trailer 122 to the rail car 108. It should be noted that the elongated transfer beam will have a locking mechanism (not shown) which will lock the position of the elongated transfer beam with respect to the rail 1402. Additionally, the trailer 122 and/or railcar 108 may include a plurality of side stops (not shown) which serve to further block undesired relative transverse displacement of the freight container 200 relative to the beams. The side stops have a first position where the side stops are raised above the surface of the transfer surface to block sideways motion of the container and a second position where the side stops are lowered below the surface of the transfer surface such that the container can slide sideways. The side stops provide an extra level of security to the container transport in addition to the securing elements. Suitable side stops are disclosed in applicant’s prior application published as WO2018/029378. The side stops are located on the outside long sides of the trailer and proximate to the beams. In this embodiment, each of the side stops includes an elongated member pivotally mounted to the second support beam by a shaft. The side stops are adapted to pivot about respective pivot axes which are parallel to the longitudinal extension of the transfer surfaces. The elongated member comprises a first end and a second end and the pivot point is located between two ends. The elongated member (i.e. , the side stop) is biased to an active position wherein the first end is positioned at a level above the transfer surfaces. The first end is held in this position due to a counterweight attached to the second end of the elongated member. The weight of the counterweight causes a torque on the elongated member to push the first end in upward direction, and the second end in downward direction due to gravity. Thus, the first ends of side stops are normally situated in the active position. Also, in the active position, the elongated member may abut the side surfaces of the corner fittings. In one embodiment, each side stop includes a stopper to limit an upward movement of the first end beyond a predefined position.

Referring to FIG. 1 , the second transport vehicle 106 is shown as the rail car 108 for carrying and supporting the freight container 200. As shown in FIG. 26, the second transport vehicle 106 includes transfer surfaces 148’, 150’ defined by beams 140’, 142’ similar to the transport surfaces 148, 150 defined by the beams 140, 142. In some embodiments, the beams 140’, 142’ of the second transport vehicle 106, for example, the rail car 108, are fixedly attached to the bogies of the rail car 108 and cannot move in a lateral direction perpendicular to the longitudinal axis 112 of the rail car 108. Further, in some embodiments, the transfer surfaces 148’, 150’ of the rail car 108 may include frictionless coating instead of the roller conveyor. Further, it may be understood that a displacing mechanism, for example, a support plate, similar to the displacing mechanism 178 of the first transport vehicle 102 may be omitted from the second transport vehicle 106. Moreover, the second transport vehicle 106 may include securing elements 500’ to secure the freight container 200 on the rail car 108. In embodiments, the securing elements 500’ may be similar to the securing elements 500 of the first transport vehicle 102 that are adapted to contact downwardly facing surfaces 212a, 212b of the corner fittings 202a, 202b. In such a case, the second transport vehicle 106 may include a lifting mechanism similar to the lifting mechanism 600 of the first transport vehicle 104.

In the embodiments shown in FIGS. 27 to 30, the securing elements 500’ are similar to the securing elements 700 that engage with the front or rear facing surfaces 208a, 208b of the corner fittings 202a, 202b. Further, the second transport vehicle 106 may include a pair of guide surfaces and the side stops similar to the guide surfaces 1200, 1202 and the side stops of the first transport vehicle 102. In embodiments, the components of the second transport vehicle 106, for example, the lifting mechanism and actuators associated with the sliding of the beams 140’, 142’, may be powered by hydraulic system of the first transport vehicle 102.

A process of transferring the freight container 200 from the second transport vehicle 106 to the first transport vehicle 102 is now explained with regards to figures 26-30. For transferring the freight container 200 from the railcar 108 to the trailer 122, the trailer truck 104 is arranged substantially parallel to the rail car 108 such that the beams 140, 142 of the truck 104 are aligned with the beams 140’, 142’ of the rail car 104 (as shown in FIG. 26). After suitably positioning the trailer truck 104 relative to the rail car 108, and adjusting the height of the trailer truck 104 to match the height of the railcar 108, the operator may move the side stops (if present) of the truck 104 to a position in which the first end of each side stop is arranged below the transfer surfaces 148, 150 of the trailer 122. It may be noted that that the first end of each side stop is arranged in the downward position during the entire transfer process of the freight container 200. Subsequently, the operator moves the beams 140, 142 of the trailer 122 laterally towards the rail car 108. For so doing, the operator, in this embodiment, operates the pair of actuator assemblies 400 and moves the rods 406 of the linear actuators 402 outwardly. Figure 27 shows the end portions 408 of the rods 406 partially extended and figure 28 shows the end portions 408 of the rods 406 fully extended. In so doing, the end portions 408 of the rods 406 are inserted inside the elongated tunnels of the aligned beams 140’, 142’ of the rail car 108 (shown in FIG. 28).

Once, the end portions 408 are arranged inside the elongated tunnels of the aligned beams 140’, 142’ such that the though holes 410 associated with the end portions 408 are aligned with connector holes of the beams 140’ 142’, the operator may insert locking pins through the through holes and the connector holes to engage the end portions 408 with aligned beams 140’, 142’ of the rail car 108. Subsequently, the operator may move the rods 406 towards their retracted positions. As the beams 140’, 142’ of the rail car 108 are fixed and cannot slide relative to the frame of the rail car 108, the retraction of the rods 406 will cause the cylinders 404 to move towards the rail car 108, resulting in the sliding of the beams 140, 142 of the first transport vehicle 102 towards the rail car 108 (shown in FIG. 29). The beams 140, 142 are moved until the beams 140, 142 contact the respective beam 140’, 142’ (shown in FIG. 30). By further retracting the rods 406, the beams 140, 142 will be clamped forcibly with the respective beams 140’, 142’ and thereby effectively form a large single beam with a continuous transfer surface.

After suitably extending the beams 140, 142 in the lateral direction relative to the trailer body 124, the operator may move the securing elements 700 of the second transport vehicle 106 to the free position, thereby enabling the sliding of the corner fittings 202 on the transfer surfaces 148’, 150’, i.e., the roller conveyors. Subsequently, the freight container 200 is displaced in the lateral direction and moved on to transfer surfaces 148’, 150’ of the first transport vehicle 102 by using the transfer mechanism 1300. Afterwards, the operator may secure the freight container 200 on the transfer surfaces 148, 150 by moving the securing elements 900 to the engaged position and engaging the securing elements with the corner fittings 202. Note that figures 27-30 do not disclose the securing elements on the trailer 122, but that suitable securing elements are disclosed in other figures and in other sections of this specification. Thereafter, the operator may move the rods 406 of the linear actuators 402 to the extended position, causing the sliding of the beams 140, 142 of the truck 104 to the normal positions. Thereafter, the operator may disengage the end portions 408 from the beams 140’, 142’ of the rail car 108 and move the rods 406 back to the retracted position.

It can be imagined that the freight container 200 can be transferred from the trailer truck 122 to the rail car 108, by performing these operations in reverse.

In the figures, see for example figure 26, the railcar is shown with two individual elongated beam assemblies mounded directly on top of the typical load bearing surface of the railcar. In another embodiment (not shown), a frame structure could be arranged between two elongated beam assemblies. For example, a frame construction comprising tubular steel and/or plate steel elements could be arranged between the two beam assemblies of figure 26. The frame structure would be fixed to the two beam assemblies, such that the frame structure would provide extra stiffness to the beam assemblies. Depending on the loads on the beam assemblies, a frame structure would prevent unnecessary twisting of the beams during stopping/starting of the railcar.

In one embodiment (not shown) the beams and/or the frame structure could be attached to the railcar via the corner fitting pins on the rail car. Most railcars are provided with corner fitting pins which engage with a typical shipping container to lock the container on the railcar. In the case of the current invention, these corner fitting pins can be used to engage with the beams and/or the frame structure.

However, it can be noted that the elongated beams are located at the location of the typical corner fittings and hence also at the location of the typical corner fitting pins on the rail car. Hence, the vertical extension of the corner fitting pins on the railcar, will cause the height of the elongated beams to increase as the beams need to provide room both for the corner fitting pins and the mechanisms inside the elongated beams. Hence, in one embodiment, the elongated beams and/or the frame structure are provided with protrusions which extend downwardly from the lower surface of the elongated beams and/or the frame structure which engage with recesses on the railcar which are typically associated with corner fitting pins. Most railcars are provided with corner fitting pins which can be pivoted away or displaced away from the load bearing surface for situations where a load needs to be transported which does not need the corner fitting pins. These railcars are provided with displaceable corner fitting pins which have a protrusion which extends opposite the extension of the corner fitting pin and is arranged to engage with a corresponding recess on the load bearing surface of the rail car. Hence, the elongated beams and/or the frame structure can engage with these recesses on the railcard via protrusions on the downwards facing surfaces of the elongated beams and/or the frame structure. In one embodiment, protrusions are provided on the bottom surfaces of the elongated beams to engage with recesses in the railcar and recesses are provided in plates attached to the frame structure which engage with corner fitting pins on the railcar at locations between the forward and rearward elongated beams.

Figure 31 shows a perspective view of an elongated beam 1000 with a transfer surface 1002 on a truck and an elongated beam 1004 with a transfer surface 1006 on a railcar. The truck and the railcar have been hidden to remove extra complexity from the drawings. Two different embodiments of a locking mechanism are shown, one locking mechanism 1008 is shown on the truck and another locking mechanism 1010 is shown on the railcar. Side locking mechanisms 1012 of the kind known from the applicants previous patent applications as discussed above are also shown schematically together with the rail car transfer surface 1006. An alternative side locking mechanism with a rotating plate 1014 is shown together with the transfer surface 1002 of the truck.

Note that the drawings are missing some features and have not been drawn exactly. Hence, the drawings should be used as an example of a suitable embodiment of the invention.

Figures 32 and 33 show two different perspective views of the embodiment of a locking mechanism 1008 on the truck. It should be clear to the person skilled in the art that other forms of locking mechanism can also be provided by the person skilled in the art. In this embodiment, a slot and pin arrangement is used to displace the securing pin 1020. A hydraulic actuator 1022 is provided which is arranged with its axis of displacement arranged parallel to the extension of the transfer surface 1002. The actuator is connected to a sliding element 1024 arranged to slide along a path defined by a housing 1026. A diagonal slot 1028 is provided on the sliding element which engages with a vertically arranged pin 1030 extending from the securing pin 1020. The securing pin is slideably arranged in the housing 1026 as well and constrained to move in a direction which is perpendicular to the transfer surface and parallel to the longitudinal axis of the transport vehicle.

When the actuator extends, the securing pin is retracted into the housing and when the actuator contracts, the securing pin is extended out of the housing. An end portion of the diagonal slot is formed with a recess 1032 which provides a form of locking mechanism for the securing pin.

It is to be noted that the housing is a strong piece of steel which is bolted to the elongated beam 1000. In this way, the housing forms a strong structural connection to the elongated beam. The front surface 1034 of the housing is aligned essentially with the plane of the rollers 1036 of the guide surface 1038. Note that only one roller is shown in figure 31 , but additional rollers would be arranged and held in place by the bolts 1040 shown in figure 31.

The locking mechanism 1010 of the railcar is not described in detail, however, it is noted that the locking mechanism also comprises a securing pin 1042 which displaceably arranged in a housing 1044. A hydraulic cylinder 1046 coupled to the securing pin via a cross bar 1048 causes the securing pin to slide in or out of the housing.

As in the previous embodiment, the housing is bolted to the elongated beam of the railcar and forms a strong structural connection to the beam and hence also to the railcar chassis. The front surface 1050 of the housing again is aligned with the guide surface 1052 defined by the rollers 1054.

In both these embodiments, the front surface 1034, 1050 provide a strong support for the container against motion in the forward and rearward directions. In case of fast deceleration or acceleration of the transport vehicle, the housing will take the majority of the loads. The securing pin only needs to support transverse loads. It is to be noted that the figures and the above description have shown some of the example embodiments in a simple and schematic manner. Many of the specific mechanical details have not been shown since the person skilled in the art should be familiar with these details and they would just unnecessarily complicate this description. Likewise, this specification was drafted during the development of the mechanism, and different figures show different embodiments and different features. However, the person skilled in the art will be able to identify the different relevant features from the figures and the description.