TRANSPORTATION SYSTEM FOR CONTAINERS, TRANSPORTATION FRAME AND METHOD

Abstract: The present invention relates to a system for the transport of a plurality of vehicles (3, 4) comprising: a freight container (100); a separate three-dimensional transport frame (1) with sides (1c, 1d) that form between them a receiver space (2) for the vehicles (3, 4), said transport frame (1) being configured for being able to be conveyed into and out of the freight container (100); and carrier devices (70) configured for supporting the vehicles (3, 4) at the front (3', 4') and rear (3", 4") wheel axles, respectively, of the vehicles (3, 4) between the sides (1c, 1d) of the transport frame. The invention is characterised in that the transport frame (1) comprises, along each side (1c, 1d), at least two substantially horizontal, longitudinally extending carrier beams (30) that are arranged at a first height and a second height, and that extends between a first end (1a) and a second end (1d) of the transport frame (1); and that the carrier beams (30) are configured for being able to support said carrier devices (70) and for allowing a displacement of the carrier devices (70) between the first end (1a) and the second end (1d) of the frame (1).

Description: T ransportat i on system for conta i ners , t ransporta i on f rame and method .- The present invention relates to a system for the transport of a plurality of vehicles, preferably passenger vehicles, comprising: a conventional freight container; a separate three-dimensional transport frame with sides defining between them a receiver space for the vehicles, said transport frame being configured for being conveyable into and out of the freight container; and carrier devices arranged between the sides of the transport frame and configured for supporting the vehicles at the front and rear wheel axles, respectively, of the vehicles, preferably for supporting the wheels on the axles. One such transport frame is known from eg US patent No. 5,909,816. This prior art system is suitable for providing safe transport of vehicles from eg a manufacturer of the vehicles. However, the system is inconvenient, since both the dispatcher and the receiver of the freight container must have a comparatively large area available for performing the loading and unloading of the transport frame. This as well as a number of other inconveniences means that the use of the system is limited to the transport of vehicles to localities that are configured especially for being able to receive the freight container. The invention aims to solve the above-mentioned inconveniences and to increase the rate and ease with which transport frames that can be introduced into a freight container can be loaded with vehicles at eg the manufacturer of the vehicles. This is obtained by the features of claim 1 , whereby the transport frame comprises, along each side, at least two substantially horizontal, longitudinally extending carrier beams that are arranged at a first height and at a second height and that extend between a first end and a second end of the transport frame; and whereby the carrier beams are configured for being able to support said carrier devices and for allowing a displacement of the carrier devices between the first end and the second end of the frame. The term 'height' as used herein is intended to designate a vertical distance up along the sides of the transport frame. By the invention it is thus possible to widen the field of application for the prior art transport frames, and it is made possible to store vehicles in a freight container at the receiver's end. It is thus possible to use the system at the receiver's end, where expensive equipment for pulling the transport frame out of the freight container is either not present or where the requisite space for performing this operation is not available. In order to facilitate the applicability of the system, the carrier beams are preferably mounted to be releasable from the columns, the transport frame being advantageously constructed as featured in claim 2. It is further preferred that the carrier beams can be mounted at a variable height on the columns to enable transport of different vehicles. A particular simple mounting of the carrier beams can be achieved by the measures featured in claims 5 and 6. The carrier devices that support the wheels on the axles of the vehicles may further advantageously comprise wheels that are configured for being receivable in receiver grooves formed on the carrier beams. The carrier devices can also advantageously comprise locking means for securing the carrier devices in desired positions along the carrier beams. The invention also relates to a transport frame for use in the system as also featured in claim 15 and a method of loading and unloading vehicles with two wheel axles while using the system as featured in claim 27. US patent No. 4,759,668 teaches a freight container for the transport of a plurality of vehicles, wherein at least a part of the vehicles are arranged in an inclined position in which the vehicles in question extend at least partially above a front or back area of a subjacent vehicle. The freight container comprises a number of rails that are mounted on the interior walls of the freight container. By means of carrier braces that extend between the sides of the freight container it is possible to introduce vehicles into the interior of the freight container in an inclined position. However, such loading into the freight container of the vehicles is complex, since it is not possible to visually inspect the loading of the vehicles from the side. The loading is thereby time- consuming and cannot be performed at the rate required to enable inexpensive transport. US patent No. 5,909,816 as well as US patent No. 4,759,668 are incorporated herein in their entirety by the present reference. The invention will now be explained in further detail with reference to a preferred embodiment. Figure 1 shows a transport frame prior to mounting of the carrier beams that are constituents of the invention; Figure 2 shows the transport frame according to the invention in its state of use immediately prior to the loading of a number of vehicles; Figure 3 shows the transport frame according to the invention with a number of passenger vehicles; Figures 4a-c show a number of constituents that are comprised in the area of the transport frame circled in Figure 3; Figures 5a-c show further details of the constituents shown in Figures 4a-c; Figures 5d and 5e show an alternative embodiment; Figure 6 shows a carrier brace for supporting the wheels on the wheel axles of the vehicles; Figure 7 shows the transport frame shown in Figure 3, seen in an end view; Figures 8a-d show the unloading of a freight container with the transport frame; Figures 9a-c and Figures 10a-c show the rear and front transversal beam constructions, respectively, when the dimensions of the transport frame are being converted to a reduced state; and Figures 11a-d show an alternative embodiment of the rear transversal beam construction. In Figure 1 the reference numeral 1 generally designates an elongate three- dimensional transport frame that has a longitudinal axis L. The frame 1 has two parallel sides 1c, 1d that are each defined by an upper, longitudinally extending frame beam 10 and a lower longitudinal frame beam 12. The sides also comprise a number of vertical columns 20 that are rigidly connected to the frame beams 10, 12 preferably by welding. Besides, the frame 1 has, at its first end 1a, a first transversally extending beam construction 50 and, at its opposite end 1d, a second transversally extending beam construction 60 that is configured for imparting to the transport frame 1 a desired rigidity in the transversal direction. The two parallel sides and the transversal beam constructions 50, 60 define an intermediate receiver space 2 for vehicles to be transported, as will be explained in further detail below. In the state shown, the transport frame 1 has external length, height and width dimensions that correspond maximally to the interior dimensions of a standard ISO freight container, eg of the forty-feet type. It is preferred that at least the width and length dimensions of the frame 1 correspond approximately to the internal dimensions of such freight container. Hereby it is possible to introduce the transport frame into such freight container in the same manner as will appear from the transport frame known from eg US patent No. 5,909,816. In Figure 2 the frame 1 according to the invention is shown in its complete state with six, preferably releasably mounted horizontal carrier beams that extend uninterrupted from the first end of the frame 1 and all the way to the second end 1 d of the frame 1 at the transversal beam construction 60. The lowermost carrier beam on each side, however, can - if desired - be permanently connected to the frame 1. In the exemplary embodiment each carrier beam is composed of six releasably mounted beam elements 30 that each extend between two neighbouring columns 20. For mounting of the beam elements 30, the columns 20 comprise mounting devices 22 that allow mounting of the beam elements 30 at a pre-selected height relative to the lower frame beam 12. It will be understood that said horizontal carrier beams do not necessarily involve any increase in the external dimensions of the transport frame 1. In the drawing, the beam elements 30 are shown mounted in three levels on each of the two sides of the frame, viz at a first level at the lower, longitudinally extending frame beam 10, at an intermediate level at a height above the lower frame beam 10 corresponding to about one third of the height of the columns 20, and at an upper level corresponding to about two thirds of the height of the columns 20. As shown the beam elements 30 are preferably arranged in pairs at the same level on the two opposed sides of the frame 1. In the exemplary embodiment shown the frame 1 comprises a total of thirty-six beam elements. By preferably manufacturing the beam elements 30 of light metal it becomes possible to position the beam elements 30 manually. Now, Figure 3 shows more specifically how the transport frame 1 is used for transporting vehicles 3, 4 that have a front wheel axle 3', 4' and a rear wheel axle 3", 4". In the state shown of the transport frame 1 the first transversal beam construction 50 has been removed whereby the first end of the frame 1 allows unloading of the vehicles from the frame 1. Each of the wheel axles of the vehicles 3, 4 is, in the state shown, supported by a carrier device or carrier brace 70 that extends between the sides of the frame 1 and is configured for being able to be carried by the beam elements 30. The beam elements 30 are configured to enable displacement of a carrier device 70 along the axis L of the frame 1 , preferably between the area by or near both ends of the frame 1. It will appear that the vehicles are arranged such that a lower row of vehicles 4 is supported by the beam elements 30 at the first level, whereas an upper row of vehicles 3 are supported by the beam elements 30 in both the intermediate and the upper levels. More specifically, the vehicles 3 are arranged in an inclined position, where the front wheel axle 3' is carried by a carrier brace 70 that is journalled at the upper level of the beam elements 30, whereas the rear wheel axle 3" is carried by a carrier brace 70 that is journalled on the beam elements 30 at the intermediate level. Figure 4a shows further details of two adjoining beam elements 30 that are mounted on a column 20, whereby ends 33 of the beam elements 30 abut on each other. As shown the beam elements 30 comprise a body portion 31 with a number of through-going apertures 32 that are preferably configured along the entire length of the beam elements 30. On the side of the body portion 31 that faces towards the receiver space 2, a longitudinally extending and upwardly protruding flange 35 is also formed. Additionally the Figure shows that the column 20 is provided with transversal apertures 22 that form the above-mentioned mounting devices for mounting the beam elements 30 in the desired height position. The upwardly protruding flange 35 forms a supporting receiver groove for the carrier braces 70 and allows said displacement of the carrier braces 70 along the axis L of the frame 1. Figure 4b shows the opposite side of the body portion 31 , which side faces away from the receiver space 2. The beam elements 30 have here a longitudinally extending, downwardly protruding flange 38 that serves both to impart to the carrier beams 30 the requisite rigidity, but also serves as a hook-like device that allows releasable mounting of the carrier beams on pins 40 that have been conveyed through the transversal apertures 22 in the columns 20. It will appear more specifically that the columns 20 have a U-shaped cross section with a body portion 23 and with flanges 21 in which the apertures 22 have been formed. Figure 4c shows a pin 40 that has a preferably cylindrical cross section with two narrowing areas 42 that are delimited by annularly extending edges 44. The distance between the narrowed areas 42 correspond to the distance between the flanges 21 of the columns 20, and the maximal cross sectional dimension of the pin 40 is adapted in accordance with the apertures 22. Figure 5a shows the course of the mounting of a beam element 30. It will appear that the pin 40 is first conveyed through two directly opposed apertures 22 at a predetermined level above the lower frame beam 12. In the correctly mounted state the surface of the flanges 21 of the column 20 can form an abutment face for the annularly extending edges 44 of the pin 40 in the peripheral areas of the apertures 22. The beam element 30 is subsequently suspended on the pin 40, the pin 40 being received in the space between the downwardly protruding flange 3 and the body portion 31. In order to enable the ends 33 of the beam elements 30 to abut on each other, the end edge 39 of the downwardly protruding flange 38 is shifted slightly relative to the end 33 of the beam element 30. Figure 5b is a sectional view of a column 20 with a beam element 30 seen in a direction towards the receiver space, and it will appear how the annular edges 44 of the pins 40 abut on the flanges 21 when the weight of the beam elements 30 press the narrowed portion 42 of the pin 40 into abutment on the periphery of the apertures 22.Thereby longitudinal displacement of the pin 40 out of the apertures 22 is avoided, which might otherwise have caused the beam elements 30 to drop. Figure 5c shows further details in a cross sectional view through the column 20 shown in Figure 5b at the narrowed area 42 of the pin. By reference numeral 36, the figure also shows the receiver groove for the carrier braces 70. It will appear from the enlarged section that the apertures 22 are inclined and elongate and have varying widths that are at least in an area 26 most proximate to the body portion 23 of the columns 20. The periphery of the aperture 22 in the area 26 forms said abutment face for the edge 44 of the pin 40. By the apertures 22 extending inclined in a direction upwards away from the body portion 23, extremely reliable suspension of the beam elements 30 is accomplished. Figures 5d and 5e show an alternative embodiment of the pins 40. It will appear that the pins 40 may advantageously be displaceably journalled in a housing 40' that is connected to a respective end of each beam element 30. A spring 40" secures each pin 40 in a normal position in which a part of the pin 40 extends out of the housing 40. In order to mount the beam element 30 the pin is withdrawn against the spring force, and the beam element is kept in a position in which the pin is flush with a desired aperture 22 in each column, on which the pin is let go so that the spring 40" is able to drive it into the aperture 22. It is noted that, in this embodiment, the apertures 22 can be circular or approximately circular. Figure 6 shows further details of an embodiment of a carrier brace 70 that extends between the sides of the frame 1. The carrier brace 70 preferably comprises two elements 72, 72' that form between them areas 71 for receiving part of the wheels on the wheel axles 3', 3", 4', 4" of the vehicles 3,4 and that serve to transmit the weight of the vehicle further to the beam elements 30. It will appear that the elements 72, 72' are connected to each other via lateral elements 76, 76' that comprise bearings for a number of wheels 78. The carrier brace 70 is configured such that the wheels 78 can be received in the receiver groove 36 in the carrier beams 30 and such that the carrier braces 70 can thus be displaced on the carrier beams 30 along the entire length of the frame 1. Additionally the lateral elements 76, 76' comprise locking means, preferably in the form of spring-biased locking pins 80 that can, via a finger grip 82, be displaced in the direction indicated by the double arrow to be conveyed into locking engagement with the apertures 32 in the carrier beams 30. Thereby the position of the carrier braces 70 along the longitudinal axis L of the frame 1 can be locked in place. Figure 7 shows the transport frame 1 with vehicles 3, 4, seen from the first end, ie to the right in Figure 3. The height in the vertical direction at which the beam elements 30 are located is determined in advance with due regard to the size of the vehicles to be transported. It will be understood that the height dimension of the transport frame 1 , ie the distance between the lower 12 and the upper 10 frame beam, may very well be less than the interior height of a standard freight container. The vehicles 3, 4 merely have to be arranged such that the total height of the transport frame 1 with vehicles does not exceed the internal dimensions of such freight container. The figure shows how the wheels of the front axle 3' of the vehicle 3 are supported by a carrier brace 70, whose wheels 78 are received in the receiver groove 36. The carrier brace 70 is, in the shown position, locked to the beam elements 30 via the locking pins 80. The transport frame 1 is, in this state, ready to be introduced into a freight container. It is noted that the loading as such of the vehicles 3, 4 can be accomplished in a wide variety of ways. The number of possible loading methods is increased by the frame 1 being, during loading, preferably located entirely outside the freight container. Hereby the vehicles are more swiftly and readily manoeuvred into the transport frame and up on the carrier braces 70, and the same applies to the mounting of pull equipment or the like for pulling the carrier braces 70 in a direction towards the second end 1d of the frame 1. Alternatively the vehicles may for instance be conveyed up onto the carrier braces 70 outside the frame 1 , following which the carrier braces 70 are pulled into the frame, the receiver groove 36 debouching freely at the first end 1 a of the frame 1. A large number of transport frames 1 can hereby in a rationalised manner be loaded, eg at the manufacturer of the vehicles in question, by use of access ramps provided with lifting devices that are able to lift the front or rear wheel axles of the vehicles to the desired height prior to the loading of the vehicle in question into the transport frame 1. Besides it will be possible to use a free-standing lifting platform, eg a scissors or shear leg table of the kind that will be described in further detail in the following. Following filling of the frame 1 the first transversal beam construction 50 is mounted and the frame 1 is displaced into a freight container that can subsequently be loaded onto a ship or a truck. To facilitate the loading of the frame 1 into the freight container the lower frame beams 12 of the frame 1 may, as indicated in Figure 1, comprise sets of wheels. In Figures 8a-d the transport frame 1 is shown upright in a freight container 100, which has been delivered to eg a distributor of the vehicles in question, following which the access gate has now been opened. The figure is a merely schematical view of the transport frame 1 and it is shown how a vehicle 3 is unloaded from the transport frame 1 while the frame 1 continues to be standing upright interiorly of the freight container. For instance, it may be at a stage when the relevant vehicle has been sold, the freight container having so far served as a vehicle storage facility. The invention distinguishes itself in that the receiver of the freight container need not necessarily have expensive equipment at his disposal for pulling the transport frame 1 out of the freight container 100 or have the space available that is necessary for performing this operation. In this situation, the transport frame 1 distinguishes itself in its structure with horizontal beam elements that allows unloading of the carrier braces 70 with the vehicles 3,4 without it being necessary to pull out the transport frame 1 from the freight container 100. The receiver groove 36 is preferably debouching freely, ie without vertical delimiting faces at the first end of the transport frame, the carrier braces 70 can without further measures be shifted horizontally out of the receiver groove 36 and thus out of the freight container 100. Figures 8a-d show a suitable lifting platform 200 for use in the unloading of especially the upper row 3 of vehicles. The lifting platform 200 is preferably supported by a scissors or shear leg mechanism and is lifted to the top carrier beams 30. In this position the platform 200 carries a vehicle 3, whose front axle 3' has only just been conveyed onto the platform, the wheels on the axle 3' of the vehicle continuing to rest on the carrier brace 70. Advancement of the vehicles towards the platform 200 can optionally take place by means of a wire pull that is mounted on the platform 200 and that is coupled to the carrier braces 70. A groove may optionally be formed on the platform corresponding to the receiver groove 36 for controlling the drive wheels 78 of the carrier brace 70. Locking means can also be arranged for fixating the carrier brace 70 onto the platform at given points in time, eg locking means with apertures intended for receiving the locking pins 80 of the carrier braces 70. With the vehicle in the position shown in Figure. 8a, the platform 200 is then lowered to the position shown in Figure 8b, wherein the platform 200 is flush with the carrier beams 30 in the intermediate level. The carrier braces 70 of the vehicle 3 are then shifted, following an initial release of the locking pins 80, onwards on the platform, whereby the vehicle in its entirety is caused to leave the freight container as shown in Figure 8c. Now the platform 200 is lowered to the position shown in Figure 8d, and the vehicle 3 is now approximately in road level and can - optionally via a small ramp - be rolled away from the carrier braces 70. When the vehicle 3 is driven away from the platform 200 the carrier braces 70 can optionally be fixated to the platform 200 by means of said locking means, whereby the vehicle is able to roll away from the platform 200 by the wheels moving clear of the wheel-receiving areas 71 of the carrier braces 70. Now or later the vehicle 4 is pulled out of the freight container and the last vehicle 3 is conveyed out of the container by use of the platform 200. It will be understood that the freight container shown in Figures 8a-d with an internal transport frame could also be loaded with vehicles by use of a reverse course of action compared to the above disclosures. To simplify the loading and unloading of the vehicles 3, 4 the carrier braces 70 may optionally be configured to be self-propelling, and such that they automatically stop in a predetermined position along the longitudinal axis L of the frame 1. Figures 9a-c and 10a-c show the rear transversal beam construction 60 and the front transversal beam construction 50, respectively. The rear beam construction 60 preferably comprises a number of mutually hinged rod elements 61 , 62, 64, 68, 69 that are pivotally connected to the columns 20 at the second rear end of the frame 1. The beam construction 60 being, during filling of the frame 1 with vehicles, normally the sole contributor to imparting to the transport frame 1 a rigidity in the transversal direction, this beam construction 60 should normally be dimensioned to be able to receive expected transversal forces on the frame 1 during the loading procedure. Configuration of the beam construction 60 in this manner makes it possible to provide a reduced state of the transport frame 1 , wherein the sides of the frame are located closely to each other. Such reduced state is desired in particular when the frame is to be returned to eg the manufacturer of the vehicle in order to undergo renewed loading. It will thus appear from Figures 9a-c how the beam construction 60 can be collapsed by configuring the rod elements 63 to be telescopic. At the first end the beam construction 50 can, in principle, also be configured with telescopic rod elements 51, 52, 58, 59 and are dimensioned for being able to receive further transversal forces on the transport frame 1 during transport in a freight container. The beam construction 50 is preferably configured to be removable from the transport frame 1 during its loading with vehicles 3, 4 in order to provide free access to the interior receiver space 2. The rearmost beam construction 60 can alternatively be configured as shown in Figure 11 a, whereby the transport frame 1 can be caused to assume the reduced state shown in figures 11 b-d. The sides of the frame 1 are, in this case, connected via hingedly mounted upper and lower beams 61, 68 that are both articulated at the middle as shown by the reference numeral 63'. It is noted that the beam constructions 50, 60 are preferably configured such that, in the reduced state of the transport frame 1, there will continue to be space for storing the beam elements 30 in the space between the sides of the frame, eg suspension means on the columns 20. It is further noted that, according to the invention, it is provided that the lower frame beam 12 can be provided with a receiver groove corresponding to the receiver groove 36, whereby - if desired - it could be an option to omit the use of the beam elements 30 at the lower level. This is due to the fact that usually it is the positioning of the beam elements in the intermediate and upper levels only that is decisive for the type of vehicles that may be loaded onto the transport frame 1. It may also in certain cases be desirable to merely provide the transport frame 1 with carrier beams in two levels, eg corresponding to the lower and upper levels shown in Figure 3. Hereby it will be possible to transport vehicles that are all loaded in an inclined position. As a rule, however, this will not enable transport of four vehicles in a conventional forty-feet freight container. Albeit it is stated in the present text that the wheel axles, in particular the wheels, of the vehicles are supported by the carrier devices 70, it may be an option to support the vehicles in other regions near the front or rear parts of the vehicles.

Claims: C l a i m s: 1. A system for the transport of a plurality of vehicles (3, 4) comprising: a freight container (100); a separate three-dimensional transport frame (1) with sides (1c, 1d) that form between them a receiver space (2) for said vehicles (3, 4), said transport frame (1) being configured for being able to be conveyed into and out of said freight container (100); and carrier devices (70) arranged between the sides (1 c, 1 d) of said transport frame (1) and configured for supporting said vehicles (3, 4) at the front (3', 4') and rear (3", 4") wheel axles of said vehicles (3, 4), characterised in that the transport frame (1) comprises, along each side (1c, 1d), at least two substantially horizontal, longitudinally extending carrier beams (30) that are arranged at a first height and a second height, and that extends between a first end (1 a) and a second end (1 d) of the transport frame (1 ); and that the carrier beams (30) are configured for supporting said carrier devices (70) and for allowing a displacement of the carrier devices (70) between said first end (1 a) and said second end (1 d) of the frame (1 ). 2. A system according to the preceding claim, characterised in that the transport frame (1) comprises, along each side (1c, 1d), an upper, longitudinally extending frame beam (10) and a lower, longitudinally extending frame beam (12) and a number of columns (20) that are connected to said frame beams (10, 12). 3. A system according to one of the preceding claims, characterised in that the carrier beams (30) are releasably mounted on said columns (20). 4. A system according to the preceding claim, characterised in that the columns (20) and the carrier beams (30) comprise means (22, 38, 40) that allow mounting of the carrier beams (30) in different positions along the columns (20). 5. A system according to the preceding claim, characterised in that said means (22, 38, 40) comprise a number of through-going apertures (22) formed in the columns (20); pins (40) that are configured for being introduced into and secured in said apertures (22); and hook-like devices on the carrier beams (30). 6. A system according to the preceding claim, characterised in that the apertures (22) are elongate and have a first area (26) and a second wider area (24); and that the pins (40) have narrowed regions (42) that are delimited by annularly extending edges (44) that are configured for being in abutment on the columns (20) at the first area (26). 7. A system according to one of the preceding claims, characterised in that the carrier beams (30) comprises a longitudinally extending receiver groove (36) for the carrier devices (70). 8. A system according to the preceding claim, characterised in that the receiver groove (36) is upwardly open. 9. A system according to any one of the preceding claims, characterised in that the carrier devices (70) comprise wheels (78) that are configured for being receivable in the receiver groove (36). 10. A system according to any one of the preceding claims, characterised in locking means (32, 80) for releasable attachment of the carrier devices (70) to the carrier beams (30). 11. A system according to one of the preceding claims, characterised in that the carrier beams (30) are composed of a number of elongate beam elements (30) that are configured for being able to abut on each other in extension of each other. 12. A system according to one of the preceding claims, characterised in that at least the width and length of the transport frame (1) correspond approximately to the internal width and length of the freight container (100). 13. A system according to one of the preceding claims, characterised in that carrier beams (30) are arranged at a top third height. 14. A system according to the preceding claim, characterised in comprising a lifting platform (200) that is configured for being movable between said first, second and third heights. 15. A transport frame for use in a system for the transport of a plurality of vehicles (3, 4), comprising: a freight container (100); a separate three-dimensional transport frame (1) with sides (1c, 1d) that form between them a receiver space (2) for said vehicles (3, 4), said transport frame (1 ) being configured for being able to be conveyed into and out of said freight container (100); and carrier devices (70) arranged between the sides (1c, 1 d) of said transport device (1) and configured for supporting said vehicles (3, 4) at the front (3', 4') and rear (3", 4") wheel axles, respectively, of said vehicles (3, 4), characterised in that the transport frame (1) comprises, along each side (1c, 1d) at least two substantially horizontal, longitudina y extending carrier beams (30) that are arranged at a first height and a second height, and that extends between a first end (1 a) and a second end (1 d) of the transport frame (1 ); and that the carrier beams (30) are configured for supporting said carrier devices (70) and for allowing a displacement of the carrier devices (70) between said first end (1 a) and said second end (1 d) of the frame (1 ). 16. A transport frame according to the preceding claim, characterised in that the transport frame (1) comprises, along each side (1 c, 1d), an upper, longitudinally extending frame beam (10) and a lower, longitudinally extending frame beam (12) and a number of columns (20) that are connected to said frame beams (10, 12). 17. A transport frame according to one of the preceding claims 15-16, characterised in that the carrier beams (30) are releasably mounted on the columns (20). 18. A transport frame according to the preceding claim, characterised in that the columns (20) and the carrier beams (30) comprise means (22, 38, 40) that allow mounting of the carrier beams (30) in different positions along the columns (20). 19. A transport frame according to the preceding claim, characterised in that the means comprises a number of through-going apertures (22) formed in the columns (20); pins (40) that are configured for being introduced into and secured in said apertures (22); and hook-like devices on the carrier beams (30). 20. A transport frame according to the preceding claim, characterised in that the apertures (22) are elongate and have a first area (26) and a second wider area (24); and that the pins (40) have narrowed regions (42) that are delimited by annularly extending edges (44) that are configured for being able to abut on the columns (20) at the first area (26). 21. A transport frame according to one of the preceding claims 15-20, characterised in that the carrier beams (30) comprise a longitudinally extending receiver groove (36) for the carrier devices (70). 22. A transport frame according to the preceding claim, characterised in that the receiver groove (36) is upwardly open. 23. A transport frame according to any one of preceding claims 15-22, characterised in that the carrier devices (70) comprise drive wheels (78) that are configured for being receivable in the receiver groove (36). 24. A transport frame according to any one of preceding claims 15-23, characterised in comprising locking means (32, 80) for releasable attachment of the carrier devices (70) to the carrier beams (30). 25. A transport frame according to one of preceding claims 15-24, characterised in that the carrier beams (30) are composed of a number of elongate beam elements (30) that are configured for being able to abut on each other in extension of each other. 26. A transport frame according to one of the preceding claims 15-25, characterised in that carrier beams (30) are arranged at a top third height. 27. A method of loading and unloading vehicles (3, 4) with two wheel axles (3', 3", 4', 4") by use of a system according to any one of claims 1-14, characterised in that the vehicles (3, 4) are loaded onto the transport frame (1) when the frame (1) is located outside the freight container (100); that the transport frame (1 ) is subsequently loaded into the freight container (100); that the freight container (100) is transported to a receiver address; and that at least one of the vehicles (3, 4) is/are unloaded from the transport frame (1 ) while the transport frame (1) is located within the freight container (100).

Inventors: JOERGENSEN GERT, LINNET THOMAS, NYMAND PETER, JOERGENSEN, GERT, LINNET, THOMAS, NYMAND, PETER
Applicants: JOERGENSEN GERT, LINNET THOMAS, MAERSK CONTAINER IND AS, NYMAND PETER, JOERGENSEN, GERT, LINNET, THOMAS, MAERSK CONTAINER INDUSTRI AS, NYMAND, PETER
Application year: 2001
Main classification: B60P3
IPC codes: B60P3, B65D85, B65D88