Portable and collapsible loading and unloading ramp

A portable ramp for non-wheeled cargo such as, but not limited to, a personal watercraft, designed to assist the movement of cargo in and out of a truck or trailer bed. The invention is both light weight and collapsible for easy portability and stow ability. The invention consists of a composition of parts that facilitate quick assembly and disassembly. A plurality of square hollow tube rails, a plurality of center masts, a connection sleeve and a plurality self-braking wheels assist in the conveyance of cargo uphill with free spinning wheels and slow the cargo's movement downhill by engaging the wheels into a friction pad. The invention uses a wire cable that runs along the bottom of the said rails to strengthen the assembled ramp. This wire cable has adjustable tension and is engaged by extending the center mast downward creating a triangle shape.

STATEMENT REGARDING FEDERALLY SPONSERED RESEARCH OR DEVELOPMENT

No federally sponsored research and development was conducted.

BACKGROUND OF THE INVENTION

1. Field of the Invention

This invention generally relates to apparatus for loading and unloading non-wheeled cargo into the bed of a truck or trailer with an emphasis on light weight portability, compact stow ability without permanent attachment of any hardware to the truck or trailer. The apparatus is constructed from commonly available materials and components for economical manufacture.

2. Description of Prior Art

Loading ramps have been in use for many centuries and have evolved into many configurations utilizing many different materials to convey cargo from one area to another, usually involving a slope. This invention is intended for non-wheeled cargo such as, but not limited to a personal watercraft commonly known as a jet ski. There have been prior art inventions that are intended for personal watercraft storage and conveyance, particularly aiding in the movement in and out of a truck bed. However, these inventions tend to be large items that either require permanent attachment to a vehicle or require more than one person to move and operate the system.

The apparatus U.S. Pat. No. 5,810,546 to Schmoling is a large bulky design that limits the portability and stow ability because it can not be collapsed.

The apparatus illustrated in U.S. Pat. No. 6,210,096 to Fielder which is similar to the Schmoling apparatus requires permanent attachment to a truck which limits the product's portability in regards to it's use from one vehicle to another.

Another apparatus, U.S. Pat. No. 5,542,810 to Florus utilizes an assembly that is not permanently attached to the vehicle, however it can not load multiple watercraft into the same and/or different vehicles. It can only be used for a single watercraft in a single application. The bulky design of the apparatus would likely require more than one person to move and operate the system. Also, the apparatus can not be collapsed quickly and stowed in a small area.

The apparatus U.S. Pat. No. 6,637,975 to Foxwell has a similar roller system to the teachings of U.S. Pat. No. 5,810,546 to Schmoling but lacks the ability to load a watercraft safely into a truck bed and is intended to be a ground based shoreline docking system not a truck bed loading system.

The apparatus illustrated in U.S. Pat. No. 7,013,518 to Leblanc is collapsible and stow able but has many parts that need to be manufactured and many steps are required to collapse and stow the apparatus. This apparatus also lacks the ability to safely unload non-wheeled cargo.

None of the cited prior art are designed with an emphasis on portability and stow ability. Furthermore, the prior art does not address the adaptability of the apparatus to function on large, lifted trucks with modified suspensions. Truck beds on lifted trucks with modified suspensions are taller and create a need for a long loading ramp that decreases the slope angle. The prior art is impractical for use on a lifted truck because the slope angle of the ramp would be too steep, requiring more energy to move the cargo. The prior art does not mention any function of the prior art to slow the inertia of the cargo when unloading via the use of a self braking wheel.

BRIEF SUMMARY OF THE INVENTION

The primary object of this present invention is an apparatus designed to move non-wheeled cargo such as, but not limited to a personal watercraft from one leveled surface to another leveled surface with an emphasis on light weight portability and compact stow ability. This is achieved by using light weight materials that are tensioned into rigidity by a taut metal wire cable.

An important object of this apparatus is that it requires no permanent attachment and can be easily used and moved from one truck bed to another by a single person.

Another important object of this apparatus is the design of a self braking wheel system that slows the inertia of the cargo on a downward slope, thus creating a safer product that is easier to use by a single operator.

Another object of this apparatus is that it incorporates a longer design than most loading ramps. This additional length reduces the steepness of the slope angle which reduces the amount of energy required to move the cargo up hill and slows the cargo's inertia moving down hill. This additional length provides a use of this product on lifted trucks with modified suspensions. Traditional loading ramps are not practical for use on lifted trucks because the slope angle is too steep. This invention solves that problem.

Another object of this invention is that it eliminates the need for a trailer which is the most common conveyance vehicle used to transport a personal watercraft. Many lakes operate with a limited amount of boat trailer parking spaces and when full, patrons with trailers are usually turned away or sent to a waiting area. This invention solves that problem because it eliminates the need for a trailer, therefore allowing the patron access to the lake with their personal watercraft in a truck bed. The long length of this apparatus enables a personal watercraft to be launched into the water in areas that a trailer and or truck can not access or would get stuck in a muddy shoreline. The invention can also be used to launch a watercraft over small seawalls, boulders or other impediments that would restrict trailer access. Prior art of loading ramps that are commonly used with pick-up trucks, typically tend to be shorter in length then this said invention because of either heavy weight or too much flex associated with longer length ramps. The advantage of this invention is that it combines long length with light materials and is still able to maintain a rigid shape by a bottom mounted tension cable, similar to a cable suspended bridge that is turned up side down.

Another object of this invention is the design reduces weight. Long loading ramps are usually very heavy because of the relationship between span and size. The longer the distance of span the larger the size and weight of structural load bearing members need to be. This invention solves the problem of having to use large heavy structural members to span a greater distance. This invention uses a light weight tensioned wire cable to transfer the cargo's weight load from the middle of the ramp to each end which results in a stronger, lighter and more rigid design that can span a greater distance.

It is an additional object of this apparatus to be compact for easy stowage. The invention when retracted for stowage occupies only ten percent of the perimeter cubic space when used in its open operable state. This invention saves valuable cargo space.

Further objects and advantages of this invention will become apparent upon reading the following description of drawings and detailed description of the invention.

REFERENCE NUMERALS IN THE DRAWINGS

DETAILED DESCRIPTION OF THE INVENTION

Although this invention may take specific forms that vary slightly from the illustrated drawings to accommodate different cargo27weights, the ideal practice of this invention will follow closely to the drawings illustrated. Referring now to the drawings and particularlyFIGS. 1,3, &4will represent the preferred embodiment and use of the fully assembled apparatus26.

Using the fully assembled apparatus26requires the apparatus top end31known as the mooring plate assembly19to be moored on a conventional pick up truck bed24or similar and secured in place using a conventional tie down strap22connected to the mooring plate assembly19through a hole23and securing the other end of the conventional tie down strap22to a secure location deemed by the user such as a steel bumper28. The apparatus bottom end32of the fully assembled apparatus26should rest on a ground surface25that is horizontally parallel with the mooring plate assembly19either out of water or below the water. When loading the cargo27, the weight and inertia of the cargo27, will cause the plurality of wheels14to spin freely and move forward and upward on the plurality of clevis pin axles15in the plurality of axle slots16, releasing contact with the plurality of friction pads17illustrated inFIG. 7. When unloading the cargo27, the weight and inertia of the cargo27will cause the plurality of clevis pin axles15to move downward and backward in the plurality of axle slots16which will engage the plurality of wheels14to contact the plurality of friction pads17and slow the decent of the cargo27down the ramp illustrated inFIG. 8. This invention is unlike prior art because the apparatus uses a gravity and inertia assisted braking and conveyance system, making this invention safer to operate than other prior art. Also the portability of this invention is unlike other prior art because this apparatus is designed to be quickly moved from one truck or trailer to another without permanent attachment being required.

When use of the fully assembled apparatus26is complete, the invention can be disassembled for compact stowage.FIGS. 2,5,6,9,10,11, &12will represent the areas of the apparatus that are designed for disassemble. The stowed and disassembled apparatus inFIG. 2is achieved by removing the conventional tie down strap22from the mooring plate assembly19and moving the fully assembled apparatus26to a level and safe area. First the plurality of center masts4are retracted via the purality of hinge pivots7into its retracted condition as illustrated oppositely inFIG. 5, which releases the tension in the wire cable9. The released tension will free the wire cable9from the cable guide and roller8. Next, illustrated inFIG. 6the center mast connection sleeve5is removed from the center mast connection sleeve receiver6. Next, illustrated inFIG. 11, the resting block29is removed from the hollow tube rails1by removing two detent pins21and sliding the receiver sleeve20out from the hollow tube rails1. Next, illustrated inFIG. 9, the two detent pins21are removed from the connected hollow tube rail1and mooring plate assembly19, and the receiver sleeve20is slid out. Next, the plurality of wire cables9are removed from the hollow tube rails1by disconnecting the plurality of carabiners12from the plurality of eyebolts11. Lastly, the plurality of hollow tube rails1are separated from each other in the middle via the hollow tube rail connection sleeve3. All the disassembled parts are now placed into the fabric stowage bag30for convenient transport illustrated inFIG. 2. This invention is unlike prior art because of it's compact stow ability. This invention is able to collapse its size into just ten percent of its fully assembled state. There is no known prior art that is able to be as compacted.

This invention was designed to utilize commonly available parts and manufactured materials with the least amount of manufacturing improvement steps for economical production and distribution. The process of manufacture of this apparatus26is described as the following. Aluminum square hollow tubes are cut to desired length with a metal cutting saw to form the plurality of hollow tube rails1. These hollow tube rails1are then machine milled and drilled to form the plurality of wheel wells2, the plurality of axle slots16, and plurality of eyebolt11holes using a conventional milling machine and drill press. The plurality of center masts4are cut to length, drilled and a slot is milled to form the cable guide and roller8. A small round tube sleeve is installed with a bolt to complete the cable guide and roller8. The hollow tube rail connection sleeve3is telescopically inserted into the hollow tube rails1. A plurality of self tapping fastening screws18and a plurality of hinge pivots7are then used to affix the plurality of center masts4and the plurality of hollow tube rail connection sleeves3with the plurality of hollow tube rails1. Next the plurality of eyebolts11are attached to the plurality of hollow tube rails1. Next, wire cable9is cut to length and connected to the plurality of turnbuckles13and the plurality of carabiners12using a plurality of wire cable connection hardware10. The plurality of wire cables9and assembled parts are complete and ready for packaging. The plurality of wheels14and plurality of clevis pin axles15are then installed into the plurality of hollow tube rails1via the plurality of wheel wells2and the plurality of axle slots16. A plurality of clevis pin retaining rings34are attached to the plurality of clevis pin axles15to secure them in place. A plurality of friction pads17is attached with adhesive and a plurality of fastening screws18to upper surface of the plurality of hollow tube rails1next to the plurality of wheel wells2. Next, illustrated inFIGS. 9, &10the mooring plate assembly19is cut to length using a metal cutting saw. A plurality of receiver sleeves20are also cut to length and then welded33to the mooring plate assemble19. The mooring plate assembly19is then drilled with the plurality of hollow tube rails1to receive the plurality of detent pins21. The mooring plate assembly19is also drilled to form the holes23for the conventional tie down straps22. Illustrated inFIGS. 11, &12the resting block29is cut to size using a metal cutting saw and welded33together with a plurality of connection sleeves20. Finally, all individually parts are sanded and vinyl marketing graphics are applied to the apparatus which is complete and ready to ship to consumers. Other prior art seem to use many more parts and materials to achieve the goal of loading and unloading cargo similar but not limited to a personal watercraft into a pick-up truck bed. This invention reduces the amount of individual parts and steps of manufacture, therefore, creating a more economically viable product.