Patent Description:
The present invention relates to systems and methods for use in unloading and/or loading of cargo from a vehicle.

Cargo vehicles, such as semi-trailers, box trucks, vans, train cars, etc. are often used to transport or temporarily store cargo. Depending on the shape, size, quantity, orientation or other characteristics of the cargo, it may be difficult to maximize efficient use of the cargo space of those vehicles. For example, certain cargo units, such as individual items or pallets of items, may be relatively short compared to the height of the semi-trailer, but the nature of the items may prevent them from being stacked on top of one another. As a result, there may be significant amounts of wasted space in the upper portions of the semi-trailer.

Systems are known for improving the efficiency of such cargo spaces. For example, the MAXILODA™ trailer cargo double stacking systems provided by Maxiloda Limited (www. conz) allow for cargo to be stacked on a second level provided by trolleys supported by rails mounted to the walls of the trailer. However, the unloading and loading of cargo from such vehicles, particularly large vehicles, can be challenging in the absence of a loading bay and associated equipment. This is especially so for cases in which small volumes are being unloaded or loaded at numerous locations.

One means of performing this is a forklift, see for example those known from <CIT> and <CIT>. However, this is reliant on ownership and maintenance of a forklift (as well having personnel on hand qualified to operate a forklift), which is a significant cost to small businesses. Tail lifts are known which provide a platform on the back of a truck which may be raised and lowered, with a pallet truck used to maneuver pallets relative to the tail lift for loading or unloading. However, such tail lifts only reach the floor of the vehicle (i.e. cannot reach higher levels), and require manual handling of cargo at height which presents a potential health and safety hazard. Further, both of these options are relatively time consuming.

The present application is directed to overcoming one or more of the problems discussed above.

It is an object of the present invention to address one or more of the foregoing problems or at least to provide the public with a useful choice.

Throughout this specification, the word "comprise", or variations thereof such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element, integer or step, or group of elements integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.

Further aspects and advantages of the present invention will become apparent from the ensuing description which is given by way of example only.

According to one aspect of the present technology there is provided a cargo loading system for use with a cargo storage area of a vehicle, the cargo loading system comprising:.

In examples, the cargo loading system is configured for use with a vehicle cargo storage system in which a cargo storage area has at least two levels on which cargo may be loaded. In examples, the vehicle cargo storage system may be that described in New Zealand Patent Application No. <CIT>.

In use, the system allows for movement of the lifting forks between those levels and ground level, as well as across the cargo storage area. This allows for cargo, especially loaded on pallets, to be moved between these various locations. For completeness: where reference is made to use of the present technology in the unloading of cargo, it should be appreciated that the technology may also be used in the loading of cargo.

In examples the mast frame may comprise a primary mast.

In examples, the mast frame may comprise a floor assembly comprising a first floor portion and a second floor portion. In examples the first floor portion may be configured to remain stationary in use, and the second floor portion may be configured to move with the primary mast. In examples the first floor portion and the second floor portion may overlap. In examples the second floor portion may comprise a recess portion configured to permit passage of the carriage assembly as it is raised and lowered along the primary mast.

In examples, the mast frame may comprise a first mast and a second mast. The mast frame may comprise a crossmember between the first mast and the second mast. In examples, the crossmember may be connected between upper ends of the first mast and the second mast - i.e. producing a substantially "U" shaped frame.

In examples, the carriage assembly may span between the first mast and the second mast. In examples, the carriage assembly may be mounted to guides provided on the first mast and the second mast to guide vertical movement of the carriage assembly. For example, the carriage assembly may be mounted to one or more vertical rails on the mast frame using linear bearings. Carriage assembly In examples the carriage assembly may be mounted to the primary mast. In examples the first vertical axis may be provided proximal to the primary mast.

In examples, the fork pivot control mechanism may comprise a rotary actuator configured to pivot the forks about the second vertical axis, relative to the carriage assembly. For example, the rotary actuator may comprise a helical hydraulic rotary actuator.

In an alternative example, the fork pivot control mechanism may comprise a hinge, and a linear actuator (for example a hydraulic cylinder) actuating a lever arm to pivot the carriage assembly about the hinge.

In examples, the carriage assembly may comprise a carriage to which the lifting forks are mounted. The carriage may be mounted to a guide for lateral movement across the carriage assembly. For example, the carriage may be mounted to one or more horizontal rails using linear bearings. In examples, the fork pivot control mechanism may be provided to the carriage.

In examples, the carriage assembly may comprise a main carriage arm, wherein the carriage is mounted to the main carriage arm such that movement along a longitudinal axis of the main carriage arm is permitted. In examples, the carriage may comprise a base portion configured to be mounted to the main carriage arm, and a fork arm to which the lifting forks are provided, wherein the fork pivot control mechanism is provided between the base portion and the fork arm.

The fork lateral control mechanism provides a means for controlling lateral movement of the forks (i.e. side-shift), for example to allow for selecting between articles of cargo or pallets stored next to each other. In examples, the fork lateral control mechanism may comprise at least one actuator configured to be controlled to drive the carriage laterally across the carriage assembly. In examples the actuator may be a linear actuator, such as a screw based linear actuator (for example, a ball screw drive), or a pressure driven cylinder (for example a hydraulic or pneumatic cylinder).

In examples, the forks may be configured to pivot between an upright stored position, and a lowered in use position. Reference to axial movement of a lifting fork should be understood to mean movement in a direction parallel with the longitudinal axis of the fork, i.e. the axis between the ends of the fork along its length. In examples, the fork axial control mechanism may comprise a rack and pinion drive. In such an example, each fork may include a rack configured to engage with a pinion gear. Rotation of the respective pinion gears, for example driven by a motor, may be used to drive the forks between the extended position and the retracted position.

In use, when in the extended position the forks may be used to support a load for vertical and/or lateral movement. In the retracted position, clearance is provided to allow for movement of the carriage and/or mast frame.

It should be appreciated that alternative means for controlling axial movement of the forks are contemplated, for example using one or more linear actuators (for example, a ball screw drive) or one or more telescopic pressure driven cylinders.

In examples, the carriage assembly may comprise a drag chain between a power source and the carriage, the drag chain configured to deliver power to the fork axial control mechanism.

In examples, the carriage pivot control mechanism may comprise a rotary actuator configured to pivot the carriage assembly about the first vertical axis, relative to the mast frame. For example, the rotary actuator may comprise a helical hydraulic rotary actuator.

In an alternative example, the carriage pivot control mechanism may comprise a hinge, and a linear actuator (for example a hydraulic cylinder) actuating a lever arm to pivot the carriage assembly about the hinge.

In examples, the carriage vertical control assembly may be configured to have sufficient travel to lower the lifting forks to ground level (appreciating that some clearance may be provided to allow for common pallet designs), and raise the forks above the height of an upper deck of a multi-deck cargo storage system.

In examples, the carriage vertical control assembly may include at least one lifting actuator. For example, the carriage vertical control assembly may comprise at least one hydraulic cylinder with a lift chain connected to the carriage assembly - more particularly a hydraulic cylinder with associated lift chain at either end of the carriage assembly. Other examples of lifting mechanisms include linear actuators (for example, a ball screw drive, lead screw drive, or rack and pinion), or a winch pulling lifting cables that control the carriage assembly height relative to ground.

In examples in which the mast frame actuating assembly is configured to control lateral movement of the mast frame relative to an open end of the cargo storage area of the vehicle, the mast frame actuating assembly may comprise one or more lateral frame actuators. In examples the lateral frame actuators may comprise one or more hydraulic cylinders, although alternative linear actuators are contemplated such as ball screw drives, lead screw drives, or rack and pinion.

In examples, the mast frame actuating assembly may comprise one or more lateral linear guides. In examples, the primary mast may be configured to slide along the one or more lateral linear guides.

In examples, the mast frame actuating assembly may be configured to guide movement of the mast frame such that the second position is lower than the first position relative to ground.

In examples, the mast frame actuating assembly may comprise a linkage guiding movement of the mast frame through an arc between the first position and the second position. In examples, the linkage may comprise a four-bar linkage. In examples, the four-bar linkage may be configured as a parallel four-bar linkage, such that the mast frame is maintained in a vertical orientation throughout movement between the first position and the second position.

In an alternative example, the mast frame actuating assembly may be configured to move the mast frame in a linear motion - i.e. in a horizontal plane between the first position and the second position - for example, using a pantograph linkage or telescoping beams. In such an example, the mast frame may also be lowered and raised to assist in achieving a desired height relative to ground for the lifting forks to unload and load the cargo.

In examples, the system may include a vehicle mounted frame to which the mast frame is connected by the mast frame actuating assembly. In such examples, the vehicle mounted frame may be secured to the end of the cargo storage area. In examples, the vehicle mounted frame may be permanently secured to the vehicle - however it is also envisaged that in alternative examples the vehicle mounted frame may be releasably secured to the vehicle.

In alternative examples, the mast frame actuating assembly may be secured directly to the vehicle, i.e. without an intermediate vehicle mounted frame.

In examples, the various movements of the system described herein may be controlled manually, automatically, or by a combination thereof.

In examples in which the mast frame actuating assembly is configured to guide movement of the mast frame through an arc, the carriage vertical control assembly may be controlled to raise the carriage assembly relative to the mast frame during at least a portion of the movement of the mast frame away from the cargo storage area while the forks are in the extended position. It is envisaged that this may be required in certain configurations to ensure that tips of the lifting forks clear the storage space or components thereof. However, it is also envisaged that such control may not be required in other configurations.

The above and other features will become apparent from the following description and the attached drawings.

Further aspects of the present invention will become apparent from the ensuing description which is given by way of example only and with reference to the accompanying drawings in which:.

<FIG> illustrates a first cargo storage system <NUM> installed in a cargo storage area <NUM> of a cargo vehicle (not illustrated), with which aspects of the present technology may be used. The cargo storage area <NUM> is defined by side walls <NUM>, floor <NUM>, ceiling <NUM>, a forward end wall <NUM>, and a rearward end <NUM> which is shown in an open condition, but may be closed (for example by a door or doors). Referring to <FIG>, the first cargo storage system <NUM> comprises a first pair <NUM> of rails, comprising first load rail <NUM>-<NUM> and second load rail <NUM>-<NUM> (referred to herein as load rails <NUM>), each rail <NUM> having a first end <NUM> and a second end <NUM>. The load rails <NUM> have enclosed tracks to receive track guides of support beams, as will be described further below. In the exemplary embodiment illustrated, entry into the enclosed track from the first end <NUM> and/or second end <NUM> of each load rail <NUM> is blocked (for example by end caps). Instead, each of the load rails <NUM> comprises a drop in beam opening <NUM> on an upper side of the load rail <NUM>, leading into the enclosed track in order to allow support beams to be introduced to, and retrieved from, the load rails <NUM>. In the exemplary embodiment illustrated, the drop in beam openings <NUM> are provided proximate to, but offset from, the first ends <NUM> of the load rails <NUM>. This allows a user to stand on the floor <NUM> of the cargo storage area <NUM> between the load rails <NUM> while inserting the support beams into, or retrieving them from, the drop in beam openings <NUM> - while also maximizing the useful length of the load rails <NUM> in use, as will become more evident from the description below.

<FIG> illustrates a second cargo storage system <NUM> installed in a cargo storage area <NUM> substantially as described above with reference to <FIG>. Referring to <FIG>, the second cargo storage system <NUM> comprises a first pair <NUM> of rails comprising first load rail <NUM>-<NUM> and second load rail <NUM>-<NUM>, substantially as described above with reference to <FIG>. The second cargo storage system <NUM> further comprises a second pair <NUM> of rails, comprising first storage rail <NUM>-<NUM> and second storage rail <NUM>-<NUM> (referred to herein as storage rails <NUM>), each storage rail <NUM> having a first end <NUM> and a second end <NUM>. Similar to the load rails <NUM>, the storage rails <NUM> have enclosed tracks to receive track guides of support beams. In the exemplary embodiment illustrated, entry into the enclosed track from the second end <NUM> of each storage rail <NUM> is blocked (for example by end caps).

The storage rails <NUM> are provided above the load rails <NUM>, at a height proximate the ceiling <NUM> of the cargo storage area <NUM>. The second cargo storage system <NUM> comprises a third pair <NUM> of rails, comprising first transition rail <NUM>-<NUM> and second transition rail <NUM>-<NUM> (referred to herein as transition rails <NUM>). The transition rails <NUM> also have enclosed tracks to receive track guides of support beams, and facilitate the transfer of support beams between the load rails <NUM> and the storage rails <NUM>. In the embodiment illustrated, the transition rails <NUM> follow a nonvertical path between the first ends <NUM> of the storage rails <NUM> and points offset from the first ends <NUM> of the load rails <NUM> at which a junction is formed across which the support beams can be transferred. In the embodiment illustrated, the transition rails <NUM> enter the junctions at an acute angle relative to the portions of the load rails <NUM> extending from the junctions towards the second ends <NUM>.

In the embodiment illustrated, each transition rail <NUM> comprises a safety station <NUM> configured to present a tortuous section to a support beam passing through it, particularly to interrupt or at least slow unrestrained descent of a support beam from the storage rails <NUM> to the load rails <NUM>. In this embodiment, the enclosed track through the safety station <NUM> has a reverse curvature.

In exemplary embodiments, each of the load rails <NUM> may comprise a drop in beam opening <NUM> on an upper side of the load rail <NUM>. In exemplary embodiments the drop in beam openings <NUM> may be provided between the junctions and the first ends <NUM> of the load rails <NUM> - although it is expressly noted that alternative locations are contemplated, for example in the safety stations <NUM>.

In some use cases, it may be beneficial to permanently retain the support beams within the system <NUM>. However, the ability to easily remove beams from the system <NUM> on demand is envisaged as providing benefits in other cases. For example, the support beams may contribute a significant proportion of the total mass of the system <NUM>. Being able to remove the beams to increase the load capacity of the cargo vehicle may be valuable, especially if the vehicle is to be used in this configuration (i.e. without support beams, or with a lower number of beams) for an extended period of time. Further, the stored support beams may occupy volume, or limit the height, of the cargo storage area - removal of the support beams where otherwise not required may assist with recovering this space. The beams may be stored at a vehicle depot, or potentially used in another vehicle that has the system <NUM> fitted. For entities operating a number of cargo vehicles with the system <NUM> and/or system <NUM> fitted, this may allow for distribution of the support beams on a case by case basis - potentially reducing the total number of support beams required by that entity (with associated benefits in terms of costs and storage space required).

<FIG> illustrates a support platform <NUM> provided by a plurality of support beams <NUM> mounted on load rails <NUM>, secured relative to each other using spacer beams <NUM>. In use, cargo may be loaded (whether directly, or via pallets) onto the support platform <NUM>). <FIG> illustrates one of the support beams <NUM> released from the neighboring support beam <NUM> and the remaining support platform <NUM>, allowing for independent movement along the load rails <NUM>.

<FIG> illustrates a cargo loading system <NUM> according to one aspect of the present technology. The system <NUM> includes a vehicle mounted frame <NUM> configured to be secured to the cargo storage area <NUM> at the rearward end <NUM>. The vehicle mounted frame <NUM> includes a first upright member <NUM>-<NUM> and a second upright member <NUM>-<NUM>, in use disposed to either side of the opening of the cargo storage area <NUM>. In this example, the vehicle mounted frame <NUM> further includes an upper crossmember <NUM> and a lower crossmember <NUM> connecting the first upright member <NUM>-<NUM> and the second upright member <NUM>-<NUM>.

The system <NUM> further includes a mast frame <NUM>, having a first mast <NUM>-<NUM> and a second mast <NUM>-<NUM>, and a mast plate <NUM> connecting the first mast <NUM>-<NUM> and a second mast <NUM>-<NUM>. A mast frame actuating assembly in the form of a planar four-bar linkage (referred to herein as linkage <NUM>) is provided between the vehicle mounted frame <NUM> and the mast frame <NUM>. The linkage <NUM> includes upper pivot arms <NUM>-<NUM> and <NUM>-<NUM>, and lower pivot arms <NUM>-<NUM> and <NUM>-<NUM>. Movement of the linkage <NUM> is controlled by first linkage hydraulic cylinder <NUM>-<NUM> and second linkage hydraulic cylinder <NUM>-<NUM>, connected between the upright members <NUM> of the vehicle mounted frame <NUM> and the upper pivot arms <NUM>.

A carriage assembly <NUM> is supported by the mast frame <NUM>, including first lifting fork <NUM>-<NUM> and second lifting fork <NUM>-<NUM> (referred to herein as lifting forks <NUM>). Referring to <FIG>, the carriage assembly <NUM> includes a carriage assembly frame <NUM> and a lifting fork carriage <NUM>. The lifting fork carriage <NUM> is mounted to carriage rails <NUM> using linear bearings (not shown), which guide lateral movement of the lifting fork carriage <NUM> laterally across the carriage assembly <NUM> (i.e. along the carriage assembly frame <NUM> between first mast <NUM>-<NUM> and second mast <NUM>-<NUM>).

A fork lateral control mechanism <NUM> is provided to control lateral movement of the lifting fork carriage <NUM>. In this example, the fork lateral control mechanism <NUM> includes a linear actuator in the form of a ball screw nut <NUM> (not illustrated, but secured to the lifting fork carriage <NUM>) mounted to a threaded shaft <NUM> which is driven by a first carriage hydraulic motor <NUM>.

<FIG> shows the lifting forks <NUM> in an extended position, i.e. projecting in a direction towards the vehicle mounted frame <NUM>. <FIG> shows the lifting forks <NUM> in a retracted position, i.e. projecting in a direction away from the vehicle mounted frame <NUM>. The first lifting fork <NUM>-<NUM> and second lifting fork <NUM>-<NUM> include a first axial rail <NUM>-<NUM> and a second axial rail <NUM>-<NUM> respectively. The first axial rail <NUM>-<NUM> and second axial rail <NUM>-<NUM> are provided on first fork linear bearing <NUM>-<NUM> and second fork linear bearing <NUM>-<NUM> respectively. In this example, a fork axial control mechanism is provided in the form of a pinion drive including a first fork rack <NUM>-<NUM> provided on the first lifting fork <NUM>-<NUM> and a second fork rack <NUM>-<NUM> provided on the second lifting fork <NUM>-<NUM>, a first pinion gear <NUM>-<NUM> engaging the first fork rack <NUM>-<NUM> and a second pinion gear <NUM>-<NUM> engaging the second fork rack <NUM>-<NUM>, and a second carriage hydraulic motor <NUM> driving the first pinion gear <NUM>-<NUM> and second pinion gear <NUM>-<NUM>. It will be appreciated that one of the first pinion gear <NUM>-<NUM> or the second pinion gear <NUM>-<NUM> may be driven directly by the second carriage hydraulic motor <NUM>, and also engage the other pinion gear to drive axial movement of the associated lifting fork. In this example, a drag chain <NUM> is provided to support hydraulic hoses connecting to the second carriage hydraulic motor <NUM> as the carriage <NUM> moves between a range of positions across the carriage assembly <NUM>.

Referring to <FIG>, the cargo loading system <NUM> includes a carriage vertical control assembly configured to control raising and lowering of the carriage assembly <NUM> relative to the mast frame <NUM>, e.g. a raised position as shown in <FIG>, and a lowered position as shown in <FIG>. In examples the cargo loading system <NUM> may be configured such a portion of the carriage assembly <NUM> (e.g. the lifting forks <NUM>) may be lowered beyond the mast frame <NUM> - i.e. there is ground clearance below the mast frame <NUM>.

In this example, the carriage vertical control assembly includes a first lifting mechanism <NUM>-<NUM> in the first mast <NUM>-<NUM>, and a second lifting mechanism <NUM>-<NUM> in the second mast <NUM>-<NUM>. Referring to <FIG>, each lifting mechanism <NUM> includes a lifting hydraulic cylinder <NUM> and an associated lift chain <NUM> connected to a carriage assembly mounting bracket <NUM>. The carriage assembly mounting bracket <NUM> has carriage linear bearings <NUM> connected to a mast rail <NUM>, the mast rail <NUM> extending along the mast <NUM>. As well as guiding vertical movement of the carriage assembly <NUM>, this connection also assists with tying the masts <NUM>-<NUM> and <NUM>-<NUM> together. In use, the lifting hydraulic cylinders <NUM> are raised and lowered to control the height of the carriage assembly <NUM>, with the lift chains <NUM> increasing the effective travel of the hydraulic cylinders <NUM>.

It is envisaged that when not in use (including during movement of the vehicle proper) the cargo loading system <NUM> may be closed with the carriage assembly <NUM> lowered and the lifting forks <NUM> extended into a stowing space of the vehicle, as generally illustrated in <FIG>. When used to unload cargo stored in the storage space, the lifting forks <NUM> may be retracted, the carriage assembly <NUM> raised to the desired height, the carriage <NUM> moved laterally into the desired position, and the lifting forks <NUM> extended.

The carriage assembly <NUM> may then be raised to take the load of the cargo, and the mast frame <NUM> moved away from the vehicle mounted frame <NUM> through an arc as shown in <FIG>. In examples, the cargo loading system <NUM> may be configured such that the height of the carriage assembly <NUM> relative to the mast frame <NUM> may be maintained through the movement of the mast frame <NUM>. In alternative examples, where the lifting forks <NUM> may not have sufficient clearance, the carriage assembly <NUM> may be raised during this movement.

The loaded carriage assembly <NUM> may then be lowered (as illustrated by <FIG>) to deposit the cargo at ground level, at which time the lifting forks <NUM> may be retracted (as illustrated by <FIG>) to clear the cargo.

It will be appreciated that loading of cargo may be performed using a reversed order of operations, i.e. the cargo may be positioned at ground level and lifted to the cargo storage area using the cargo loading system <NUM>.

<FIG> illustrates a cargo loading system <NUM> according to another aspect of the present technology. The system <NUM> includes a vehicle mounted mast frame <NUM> configured to be secured to the cargo storage area <NUM> at the rearward end <NUM>. The vehicle mounted mast frame <NUM> includes a first upright member in the form of primary mast <NUM>-<NUM> and a second upright member <NUM>-<NUM>. In use, the second upright member <NUM>-<NUM> remains in a fixed position relative to the cargo storage area <NUM>. In this example, the vehicle mounted mast frame <NUM> further includes an upper crossmember assembly <NUM> and a lower crossmember assembly <NUM> connecting the primary mast <NUM>-<NUM> and the second upright member <NUM>-<NUM>.

A carriage assembly <NUM> is supported by the primary mast <NUM>-<NUM>, the carriage assembly <NUM> including a carriage assembly mounting bracket <NUM> having carriage linear bearings <NUM> connected to mast rails <NUM>, with the mast rails <NUM> extending along the length of the primary mast <NUM>-<NUM>.

A carriage assembly main arm <NUM> of the carriage assembly <NUM> is pivotally mounted to the carriage assembly mounting bracket <NUM> by a first helical hydraulic rotary actuator <NUM>. The first helical hydraulic rotary actuator <NUM> may be controlled to pivot the carriage assembly main arm <NUM> about a first vertical axis through <NUM> degrees between a perpendicular position as shown in <FIG> (i.e. perpendicular relative to upper crossmember assembly <NUM> and/or lower crossmember assembly <NUM>), and a parallel position as shown in <FIG> (i.e. parallel to upper crossmember assembly <NUM> and/or lower crossmember assembly <NUM>).

The carriage assembly <NUM> further comprises a lifting fork carriage base <NUM>. The lifting fork carriage base <NUM> is mounted to carriage rails <NUM> (as shown in <FIG>) extending along carriage assembly main arm <NUM> using linear bearings <NUM> (as shown in <FIG>), which guide lateral movement of the lifting fork carriage base <NUM> along carriage assembly main arm <NUM>. A fork lateral control mechanism <NUM> is provided to control lateral movement of the lifting fork carriage base <NUM>, as shown in <FIG>. In this example, the fork lateral control mechanism <NUM> includes a linear actuator in the form of a carriage hydraulic motor <NUM> driving a pinion gear engaging with a rack <NUM> extending along the carriage assembly main arm <NUM>.

The carriage assembly <NUM> further comprises a lifting fork arm <NUM> pivotally mounted to the lifting fork carriage base <NUM> by a second helical hydraulic rotary actuator <NUM>. The second helical hydraulic rotary actuator <NUM> may be controlled to pivot the lifting fork arm <NUM> through <NUM> degrees between a perpendicular position as shown in <FIG> (i.e. perpendicular relative to carriage assembly main arm <NUM>), and a parallel position as shown in <FIG> (i.e. parallel to carriage assembly main arm <NUM>).

A first lifting fork <NUM>-<NUM> and second lifting fork <NUM>-<NUM> (referred to herein as lifting forks <NUM>) are provided to lifting fork arm <NUM>. The lifting forks <NUM> are pivotally connected to the lifting fork arm <NUM>, and moveable between a lowered in-use position as shown in <FIG>, and a raised stored position as shown in <FIG>.

Referring to <FIG>, the cargo loading system <NUM> includes a carriage vertical control assembly in the form of lifting mechanism <NUM>, configured to control raising and lowering of the carriage assembly <NUM> relative to the primary mast <NUM>-<NUM>, e.g. a raised position as shown in <FIG>, and a lowered position as shown in <FIG>. In this example, the lifting mechanism <NUM> is provided in the primary mast <NUM>-<NUM>. The lifting mechanism <NUM> includes a lifting hydraulic cylinder <NUM> and lifting pulley <NUM>, with associated lift chain <NUM> trained over the lifting pulley <NUM> and connected to the carriage assembly mounting bracket <NUM>. Hydraulic line <NUM> and electrical line <NUM> also run over the same lifting pulley <NUM>, allowing connection between the mast frame <NUM> and carriage assembly <NUM>.

In this example, the upper crossmember assembly <NUM> and lower crossmember assembly <NUM> are provided in sliding sections, with lateral frame actuators in the form of upper hydraulic cylinder <NUM> and lower hydraulic cylinder <NUM> therebetween to control relative movement across the open end of the cargo storage area <NUM>.

Referring to <FIG>, the lower crossmember assembly <NUM> includes a floor assembly <NUM>. The floor assembly <NUM> has a first base portion <NUM>, and a first stationary floor portion <NUM> adjacent the second upright member <NUM>-<NUM>. A lower linear rail <NUM> extends along the base portion <NUM> - i.e. across the open end of the cargo storage area <NUM>. A second base portion <NUM> is mounted to the lower linear rail <NUM> (for example, using linear bearings), and has a second floor portion <NUM>. In use, the second floor portion <NUM> slides over the first stationary floor portion <NUM> to present a complete floor at the open end of the cargo storage area <NUM>. A gap <NUM> is provided between the second floor portion <NUM> and the primary mast <NUM>-<NUM> to permit passage of the carriage assembly <NUM> along the primary mast <NUM>-<NUM>.

In use, the lifting forks <NUM> may be moved through a range of motions in order to load and unload cargo (for example, loaded onto pallets) relative to the cargo storage area <NUM>. The lateral movement of the primary mast <NUM>-<NUM> enables positioning across the width of the cargo storage area <NUM>, while vertical movement of the carriage assembly <NUM> along the primary mast <NUM>-<NUM> enables movement of the lifting forks <NUM> between an upper level and ground level (and positions therebetween). Linear movement of the lifting forks <NUM> along the carriage assembly main arm <NUM> allows the forks <NUM> to be inserted into, and extracted from, the cargo storage area <NUM>. Pivotal movement of the lifting fork arm <NUM> assists with ground loading/unloading (in conjunction with the lateral movement of the primary mast <NUM>-<NUM>).

The cargo loading system <NUM> may be stored in different positions, depending on the current use of the vehicle. For example, during transit it is envisaged that the forks <NUM> may be folded up, and the carriage assembly <NUM> pivoted to be parallel to, and resting on, the floor assembly <NUM>. In this position, the weight of the carriage assembly <NUM> is supported to reduce the likelihood of creep of the hydraulic lifting mechanism <NUM> during transport. In another example, when access to the cargo storage area <NUM> is required, without use of the cargo loading system <NUM>, the carriage assembly <NUM> may be lowered below the floor assembly <NUM> and pivoted to be parallel to the floor assembly <NUM> (i.e. such that the forks <NUM> project below the floor assembly <NUM>). The various steps or acts in a method or process described in connection with the present disclosure may be performed in the order described, or may be performed in another order. Additionally, one or more process or method steps may be omitted or one or more process or method steps may be added to the methods and processes. An additional step, block, or action may be added in the beginning, end, or intervening existing elements of the methods and processes.

Reference throughout this specification to "one example" or "an example" (or the like) means that a particular feature, structure, or characteristic described in connection with the example is included in at least one embodiment of the disclosure. Thus, appearances of the phrases "in one example" or "in an example" or the like in various places throughout this specification are not necessarily all referring to the same embodiment.

The illustrated examples of the disclosure will be best understood by reference to the figures. The foregoing description is intended only by way of example and simply illustrates certain selected exemplary embodiments of the disclosure.

Claim 1:
A cargo loading system for use with a cargo storage area (<NUM>) of a vehicle, the cargo loading system comprising:
a mast frame (<NUM>);
a carriage assembly (<NUM>) supported by the mast frame, the carriage assembly comprising:
lifting forks (<NUM>)
a fork lateral control mechanism (<NUM>) configured to control lateral movement of the lifting forks across the carriage assembly; and
a carriage pivot control mechanism configured to control pivotal movement of the carriage assembly (<NUM>) relative to the mast frame (<NUM>) about a first vertical axis;
a carriage vertical control assembly configured to control raising and lowering of the carriage assembly relative to the mast frame,
characterised in that the cargo loading system further comprises:
a fork pivot control mechanism configured to control pivotal movement of the lifting forks (<NUM>) relative to the carriage assembly (<NUM>) about a second vertical axis, between a first position in which the lifting forks (<NUM>) extend away from the carriage assembly (<NUM>) and a second position in which the lifting forks (<NUM>) extend along the carriage assembly (<NUM>);
a mast frame actuating assembly (<NUM>) configured to control lateral movement of the mast frame relative to an open end of the cargo storage area of the vehicle.