Freight container and lift casting therefore and method for lifting and transporting same

Abstract

An improved freight container for use in intermodal freight transportation systems that includes lift castings having a top lift aperture located on the lift casting at an outboard position, such that when other containers are stacked on top of the improved container, loads are properly distributed through reinforcement beams of the improved container, thereby substantially reducing bending stresses in the improved container, substantially reducing the possibility fatigue failure of the improved container, and reducing the costs of maintenance and inspection of the improved container.

Description

BACKGROUND ART

1. Field of the Invention

The present invention relates generally large freight containers used in intermodal freight transportation systems, in which the freight containers are stacked upon each other and transported by truck, rail, ship, and combinations thereof. In particular, the present invention relates to a freight container having an improved lift casting that are compatible with existing lift mechanisms and existing freight containers.

2. Description of Related Art

Large freight containers used in intermodal freight transportation systems are well known in the art. The intermodal freight transportation industry has always been very competitive. As with most competitive industries, any technological innovation that provides a competitive advantage is highly sought after. Thus, there is an ever-present need for faster, better, safer, and cheaper methods of transporting goods, both domestically and internationally.

In an effort to achieve maximum strength at minimum weight, these large freight containers are typically made of steel frames and aluminum skins. Load-bearing steel reinforcement beams are integrated into the exterior of the container in the walls, ceiling, and floor at certain industry-recognized locations along the lengths of the containers. These reinforcement beams provide the necessary strength to allow the freight containers to be lifted and stacked on top of each other. The reinforcement beams are comprised of side posts integrated into the container walls, headers integrated into the container ceilings, and footers integrated into the container floors. The headers are connected to the side posts at “lift” castings. The footers are connected to the side posts at “stack” castings. Unfortunately, due to height restrictions and strength requirements, lift castings and stack castings must protrude into the interior of the container. This intrusion not only reduces the available storage volume of the container, but makes it difficult to load the container, as well. Operators must maneuver cargo around these intrusions to prevent damaging the cargo or the castings. This is costly both in the amount of cargo that can be shipped, and in the additional time required to load a container.

Individual lift castings and stack castings usually have apertures on both their tops and their sides that allow the container to be lifted by conventional lift mechanisms, or cranes. The lift mechanisms lift, move, and stack the containers on top of each other between the different modes of transportation. These lift mechanisms have hydraulically actuated arms and lift attachments that are adapted to spread to the appropriate width and attach to the container through either the side apertures or the top apertures in the lift castings. The apertures in the stack castings are aligned with the apertures in the lift castings so that the containers can be coupled together by standard inter-box connectors (“IBC's”).

Over the years, the desire to pack increased volumes of freight into a container has led to an evolutionary increase in the length and width of freight containers. Due to certain height restrictions in the transportation of containers over land and rail, such has the clearance height of bridges and tunnels, the overall height of the containers has generally remained unchanged. However, containers have increased from a length of 40′ and width of 96″ to lengths as long as 53′ and widths as wide as 102″. Although larger containers are able to hold a greater volume of freight, significant structural problems arise when larger containers are used in conjunction with smaller containers in the overall intermodal transportation system.

For example, when all of the containers in an intermodal transportation system are of the same size, one container can be stacked on top of other containers, and the reinforcement beams of the containers remain aligned. Thus, the load of the upper container is transmitted through the stack casting of the upper container, through the inter-box connector, through the lift casting of the lower container and down to the stack casting of the lower container to the stacking surface. On the other hand, when larger containers are used with smaller containers, the reinforcement beams and castings of the larger container do not align with the reinforcement beams and castings of the smaller container. This offset creates undesirable bending moments and bending stresses in the reinforcement beams and castings of both containers, thereby causing the reinforcement beams and castings on the containers to buckle and fail under the bending loads. In addition, because prolonged vibration of stacked containers in intermodal transportation often leads to fatigue failure of the reinforcement beams, constant and expensive container maintenance and inspection programs are required.

A number of efforts have been made to alleviate this problem. For example, intrusive support braces have been added to the lift castings, additional reinforcement plates have been added to the exterior of the containers adjacent to the lift castings, and additional mounting apertures have been added to the stack castings. Some containers have lift castings that do not allow other containers to be stacked on top of the container at all.

With these increases in container size, it has been necessary to modify the design of lift castings and stack castings, as well. However, due to the long life of these freight containers, and the large number of older containers currently in service, it is inevitable that new containers will be used in intermodal transportation systems with existing containers. Thus, it is desirable that newly designed containers include lift castings and stack castings that align with the lift castings and stack castings of older containers, thereby making new containers backward compatible with older containers.

Despite the above-mentioned advances in the art, there is a need for an improved freight container for use in intermodal freight transportation systems that has lift castings in which a top lift aperture is located at an outboard position, so that when other containers are stacked on top of the improved container, the load is properly distributed through reinforcement beams of the improved container.

There is also a need for an improved lift casting for use on freight containers, the improved lift casting having a top lift aperture that is located at an outboard position.

In addition, there is a need for an improved bayonet-type twist lock mechanism for use on freight container lift mechanisms, the bayonet-type twist lock having a shorter tapered point that extends into the lift casting a shorter distance than existing bayonet-type twist locks.

Also, there is a need for an improved method of lifting and transporting freight containers.

BRIEF SUMMARY OF THE INVENTION

Because the prior art does not meet the needs of the intermodal freight transportation industry, it is an objective of the present invention to provide an improved freight container for use in intermodal freight transportation systems that includes lift castings having a top lift aperture located on the lift casting at an outboard position, such that when other containers are stacked on top of the improved container, loads are properly distributed through reinforcement beams of the improved container.

It is another objective of the present invention to provide an improved lift casting for use on freight containers, the improved lift casting having a top lift aperture that is located at an outboard position of the lift casting.

It is another objective of the present invention to provide an improved lift casting for use on freight containers, the improved lift casting being of shorter height, thereby creating less intrusion into the interior of the container.

It is another objective of the present invention to provide an improved freight container having lift castings that substantially reduce bending stresses in reinforcement beams of the improved container, thereby preventing failure of the improved container due to the bending stresses.

It is another objective of the present invention to provide an improved freight container having lift castings that substantially reduce fatigue stresses in reinforcement beams of the improved container, thereby preventing failure of the improved container due to the fatigue stresses.

It is another objective of the present invention to provide an improved bayonet-type twist lock mechanism for use on freight-container lift mechanisms, the bayonet-type twist lock having a shorter tapered point, that extends into the lift casting a shorter distance than existing bayonet-type twist locks, thereby allowing the use of lift castings having shorter heights.

It is another objective of the present invention to provide an improved method of lifting and transporting freight containers.

It is another objective of the present invention to provide a method of substantially reducing bending stresses in freight containers.

It is another objective of the present invention to provide a method of preventing fatigue failure in freight containers.

BRIEF DESCRIPTION OF THE DRAWINGS

FIGS. 1A–1E are perspective views of intermodal containers that illustrate an evolution of intermodal freight containers from a conventional International Standard Organization (“ISO”) container through a container according to the present invention.

FIG. 2 is a perspective view of a conventional freight container stacked on top of a container according to the present invention, both containers being stacked on a railway flat car.

FIGS. 3A–3C are perspective views of a conventional IBC.

FIG. 4 is a cross-sectional view of the IBC of FIGS. 3A–3C connecting two containers.

FIGS. 5A–5E are perspective views of lift castings and corresponding stack castings that illustrate an evolution of lift castings and stack castings for containers from a conventional ISO container through a container according to the present invention.

FIGS. 6A–6D are various views of the lift casting according to the present invention.

FIG. 7 is a perspective view illustrating the relative differences in size between a conventional lift casting and stack castings, and the lift casting and stack casting according to the present invention.

FIGS. 8A–8E are perspective views illustrating various stacking combinations in which the container wherein the two containers have lift castings and stack castings in accordance with the invention according to the present invention is stacked with both similar containers and conventional containers.

FIGS. 9A and 9B are perspective views illustrating a limited number of stacking combinations in which the container according to the present invention cannot be stacked with conventional containers.

FIGS. 10A and 10B are views of a prior-art lift mechanism having a bayonet-type twist lock member.

FIG. 11 is a perspective view of a bayonet-type lift mechanism according to an alternate embodiment of the present invention.

FIGS. 12A–12C are progressive perspective views of the lift mechanism of FIG. 11 engaging the lift casting according to the present invention.

FIG. 13 is a perspective view illustrating ground stacking of prior-art containers.

FIG. 14 is a perspective view illustrating ground stacking of containers according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

Referring to FIGS. 1A–1E in the drawings, a plurality of prior-art intermodal freight containers 11, 13, 15, 17, and 19 are illustrated. Intermodal freight container 21 is illustrative of the preferred embodiment of the present invention. Containers 13, 15, 17, 19, and 21 represent an evolution in intermodal freight container technology. Although containers 13, 15, 17, 19, and 21 are generally all of the same height h, containers 13, 15, 17, 19, and 21 may be classified by their differing lengths and widths. For example, container 13 represents a conventional ISO container having a length l₁ of 40′ and a width w₁ of 96″; container 15 represents a conventional “domestic” container having a length l₂ of 48′ and a width w₂ of 102″; container 17 represents a conventional container, typical of containers used by the J.B. Hunt Company, having a length l₃ of 53′ and a width w₃ of 102″; and container 19 represents another typical J.B. Hunt container having a length l₄ of 48′ and a width w₄ of 102″. Container 21 represents a the preferred embodiment of the present invention, and has a length l₅, preferably of about 48′, and a width w₅, preferably of about 102″. Hereinafter, containers having a width of 96″ will be referred to as “standard” width containers; and containers having a width of 102″ will be referred to as “wide” containers. Containers 13, 15, 17, 19, and 21 all include conventional locking doors for loading freight.

Containers 13, 15, 17, and 19 are typically constructed of steel support frames and aluminum skins. In container 13, a plurality of reinforcement beams, each consisting of a header 13a, two side posts 13b, and a footer 13c, were added around each end of container 13 to provide added strength for lifting and stacking container 13. A lift casting 13d, integrated into the reinforcement beam, was located at each joint of header 13a and side posts 13b. Likewise, a stack casting 13e, integrated into the reinforcement beam, was located at each joint of side posts 13b and footer 13c. Lift castings 13d and stack castings 13e will be discussed in more detail below. The remaining prior-art containers 15, 17, and 19 each contain similar reinforcement beams having headers 15a, 17a, and 19a; side posts 15b, 17b and 19b; footers 15c, 17c, and 19c; lift castings 15d, 17d, and 19d; and stack castings 15e, 17e, and 19e.

All prior-art containers 13, 15, 17, and 19 are adapted in various ways to be lifted by conventional lift mechanisms (see FIGS. 10A and 10B). Lift castings 13d, 15d, and 19d include apertures (see FIG. 5) in their top surfaces that allow the respective containers to be grasped and lifted from the top by lift attachments, usually bayonet-type twist lock members, of the lift mechanisms. However, lift casting 17d only has an aperture (see FIGS. 5A–5E) in its side surface; therefore container 17 must be lifted from the side by lift attachments that are adapted with inwardly protruding lift pins (see FIG. 10A). These lift mechanisms and lift attachments will be discussed in more detail below.

Continuing with reference to FIG. 1, container 21 is preferably constructed of a steel frame and a thin aluminum skin. Container 21 includes a plurality of reinforcement beams, each consisting of a header 21a, two side posts 21b, and a footer 21c (see FIG. 7). Headers 21a, side posts 21b, and the footers 21c surround container 21 to provide added strength for lifting and stacking container 21. A lift casting 21d, integrated into the reinforcement beam, is located at each joint of header 21a and side posts 21b. Likewise, a stack casting 21e, integrated into the reinforcement beam, is located at each joint of side posts 21b and footer 21c. Lift casting 21d and stack casting 21e will be explained in more detail below.

As is shown, the reinforcement beams of container 13 are located at the ends of container 13. Thus, the reinforcement beams are separated by a distance of about 40′. It should be noted, that although the overall length of freight containers has varied over the years, the distance between the reinforcement beams has remained constant at about 40′. Thus, the distance between the reinforcement beams on containers 15, 17, and 19 is about 40′. One reason for maintaining this spacing is so that the load-bearing reinforcement beams of newer containers align with the load-bearing reinforcement beams of older containers. Another reason for maintaining a common distance between reinforcement beams is that the lift castings 13d, 15d, 17d, 19d, and 21d remain equally spaced apart, and the lift mechanisms do not require modification or reprogramming. For these reasons, it is preferable that the distance between the reinforcement beams of container 21 is also about 40′.

As the length of freight containers grew beyond 40′, it became necessary to add additional reinforcement adjacent to the lift castings to prevent container failure due to the longitudinal bending moment and bending stresses about the lift castings due to the added weight at the end of each container. For example, containers 17 and 19 include reinforcement plates 17f and 19f, respectively, to provide added strength against such failure. In a similar fashion, it is preferable that container 21 include reinforcement plates 21f.

Referring now to FIG. 2 in the drawings, prior-art container 17 is shown stacked on top of container 21 of the present invention. Containers 17 and 21 are shown loaded on a conventional railroad flatcar 23 used in conventional intermodal transportation systems. Although container 17 has lift castings 17d that do not allow other containers to be stacked on top of container 17, container 21 is adapted to allow container 17 to be stacked on top of container 21. The desired alignment of the reinforcement beams of the two containers 17 and 21 is illustrated. As explained above, the reinforcement beams consist of headers 17a and 21a, side posts 17b and 21b, footers 17c and 21c, lift castings 17d and 21d, stack castings 17e and 21e, and reinforcement plates 17f and 21f. This alignment is desired so that the load of container 17 is properly carried by the reinforcement beams of container 21, not by the container skins of container 21.

When the load of container 17 is not properly distributed over the reinforcement beams of container 21, there is a possibility that container 21 will be damaged or will fail. As is shown, although the lengths of container 17 and container 21 are different, the widths are the same, about 102″. In conventional intermodal transportation systems, it is desirable to stack containers of the same width on top of each other. If the upper container is not as wide as the lower container, undesirable bending moments are created about the lower lift castings, resulting in possible failures of the lower container, usually in the headers, the lift castings, or both. On the other hand, if the upper container is wider than the lower container, undesirable bending moments are created about the upper stack castings, resulting in possible failures of the upper container, usually in the footers, the stack castings, or both.

Referring now to FIGS. 3A–3C and 4 in the drawings, a conventional twist-lock IBC 25 is illustrated. FIGS. 3A–3C illustrate the twist-lock function of IBC 25, and FIG. 4 is a cross-sectional view of IBC 25 in a locked position interconnecting, for example, two containers 21, one on top of the other. Twist-lock IBC's 25, are necessary in conventional intermodal transportation systems to prevent shifting of the containers when the containers are stacked upon each other. IBC 25 includes a housing 27, a central shaft 29 having a top portion 29a and a bottom portion 29b, and a handle 31 connected to shaft 29 for pivoting top portion 29a and bottom portion 29b between a locked position and an unlocked position.

In operation, before an upper container is stacked on top of a lower container, an IBC 25 is placed in the top aperture of each lift casting of the lower container. The upper container is then lowered down on top of the IBC's 25. Often it is necessary for an operator to reach between the containers to align the IBC's 25, a potentially dangerous task. Thus, for safety reasons, it is desirable that IBC 25 be located as far outboard on containers 21 as possible to minimize the distance that an operator must reach between the containers. As will be explained below, this safety feature is provided by container 21. Once the upper container has been successfully lowered onto IBC's 25, the operator manually twist-locks the IBC's 25 by rotating handle 29. It is preferable that IBC 25 be as close in line with side posts 21b as possible, as indicated by line of force F. This ensures that the load of upper container 21 is transferred through stack casting 21e, through IBC 25, through lift casting 21d, to lower container 21, thereby minimizing bending stresses in the reinforcement beams. In addition, the use of IBC's 25 in conjunction with containers 21 according to the present invention reduces the chance of introducing undesirable bending moments and bending stresses in the reinforcement beams of containers 21. Although the operation of IBC 25 is entirely conventional, it is mentioned here because its operation is made more effective and safer by use of container 21 and the stacking methods according to the present invention.

Referring now to FIGS. 5A–5E in the drawings, lift castings 13d, 15d, 17d, 19d, and 21d of FIGS. 1A–1E are illustrated in enlarged fashion with their corresponding stack castings 13e, 15e, 17e, 19e, and 21e. Lift casting 13d has an elongated top aperture 13g and an elongated side aperture 13h. Stack casting 13e has an elongated bottom aperture 13i and an elongated side aperture 13j. Lift casting 15d has an elongated top aperture 15g and an elongated side aperture 15h. Stack casting 15e has an elongated bottom aperture 15i and an elongated side aperture 15j. Lift casting 17d has only an upwardly pointed triangular side aperture 17h, which necessitates lifting from the side, and prevents other containers from being stacked on top of container 17, because there would be no aperture in which to lock IBC 25. Stack casting 17e has an elongated inboard bottom aperture 17i, an elongated outboard bottom aperture 17j, and a circular side aperture 17k. This dual aperture arrangement on stack casting 17e allows container 17 to be stacked on both standard width and wide containers.

Lift casting 19d has an elongated top aperture 19g and an upwardly pointing triangular side aperture 19h, which allows lifting from either the top or the side, and allows standard width containers to be stacked on top of container 19. However, it is important to note that top aperture 19g is located inboard on lift casting 19d near the joint of lift casting 19d and header 19a, such that top aperture 19g aligns with the bottom apertures of standard width containers, such as container 13, not wide containers. As will be explained below, container 21 of the present invention addresses this shortcoming. Stack casting 19e has an elongated inboard bottom aperture 19i, an elongated outboard bottom aperture 19j, and a circular side aperture 19k. Lift casting 21d of the present invention has an elongated top aperture 21g and a downwardly pointing triangular side aperture 21h. Stack casting 21e of the present invention has an elongated inboard bottom aperture 21i, an elongated outboard bottom aperture 21j, and a circular side aperture 21k. The purpose of elongated top apertures 13g, 15g, 19g, and 21g is to allow a bayonet-type twist lock member of a lift attachment on a lift mechanism (see FIGS. 10A and 10B) to be inserted into the elongated apertures 13g, 15g, 19g, and 21g and rotated 90° into a locked position, thereby allowing the container to be lifted.

Each successive pair of castings includes improved features over its predecessor. Lift casting 13d and stack casting 13e provided a simple means of stacking standard width containers 13, as long as the containers were exactly the same. Lift casting 15d and stack casting 15e allowed wide containers 15 to be stacked with standard width containers 13. This is why top aperture 15g and bottom aperture 15i are moved closer to the inboard edges of lift casting 15d and stack casting 15e. Due to the extra width of container 15, lift castings 15d and stack castings 15e had to be larger so as to extent farther inboard to align with the standard width container 13. In addition, it was necessary to add additional support members 15k. Support members 15k were bulkier and added an undesirable additional intrusion into the interior of container 15. When stacking containers 15 upon each other, the inboard location of top apertures 15g and bottom apertures 15i created undesirable bending stresses in the reinforcement beams of containers 15.

Lift castings 17d have no top aperture; therefore containers 17 must be lifted at side apertures 17h by lift mechanisms that have inwardly protruding lift pins 77 (see FIGS. 10A and 10B). In addition, lift castings 17d do not provide the necessary top apertures to receive IBC 25. Thus, no containers can be stacked on top of container 17. However, inboard bottom aperture 17i and outboard bottom aperture 17j allow container 17 to be stacked on top of either a wide container with an inboard top aperture, such as container 15, or a standard width container, such as container 13. With respect to lift casting 19d, upwardly pointing triangular side aperture 19h is identical in form and function as side aperture 17h. However, lift casting 19d includes a top aperture 19g that allows container 19 to be lifted from the top by a bayonet-type twist lock member of a lift mechanism (see FIGS. 10A and 10B). Stack castings 19e are identical in form and function as stack castings 17e.

It should be noted that top aperture 19g is located near the inboard edge of lift casting 19d. Although this allows standard width containers, such as container 13, to be stacked on top of container 19, the inboard location of top aperture 19g means that the load of the upper container transferred through IBC 25 is not properly aligned with the load bearing side posts 19b of container 19. Thus, undesirable bending stresses are created. In addition, even when stacking containers 19 upon each other, the inboard location of top apertures 19g and inboard bottom apertures 19i create the same bending stress problems in the reinforcement beams of containers 19.

On the other hand, these problems are solved by improved container 21, lift casting 21d, and stack casting 21e. Although stack casting 21e is very similar in form and function to stack castings 17e and 19e, top aperture 21g of lift casting 21e is located on lift casting 21d such that top aperture 21g is in an outboard position on container 21. This relocation of top aperture 21g to an outboard position aligns the load from wide containers stacked on top of container 21 along line of force F (see FIG. 4), thereby substantially reducing bending moments and bending stresses in container 21. For the same reason, this relocation of top aperture 21g to an outboard position substantially reduces fatigue stress, thereby preventing fatigue failure, extending the useful life, and reducing the cost of maintenance and inspection of container 21.

Referring now to FIGS. 6A–6D in the drawings, the preferred embodiment of lift casting 21d of the present invention is illustrated. It is important to note that elongated top aperture 21g is located at an outboard position, not at an inboard position as are top apertures 13g, 15g, and 19g of the prior-art lift castings 13d, 15d, and 19d, respectively. For this reason, lift casting 21d substantially reduces the undesirable bending stresses created when stacking prior-art containers. Lift casting 21d includes a bevel 41 that aids in the insertion of the bayonet-type twist lock member 74 of lift mechanism 71 (see FIG. 10B) into lift casting 21d. As is best seen in FIG. 6C, downwardly pointing triangular side aperture 21h is located such that a top edge 43 is flush with an inside surface 45 of a top plate 47. This arrangement ensures clearance of a tab portion 74a (see FIG. 10B) of bayonet-type twist lock member 74 as it rotates 90° into its locked position. It should be understood that side aperture 21h may be of other geometrical shapes, including an upwardly pointing triangle. Top aperture 21g and side aperture 21h allow lift casting 21d to have a shorter height, or profile P, than prior-art lift castings. Therefore, lift casting 21d makes less of an intrusion into the interior of container 21, thereby providing more storage volume and reducing the time and maneuvering required to load container 21.

Referring now to FIG. 7 in the drawings, lift casting 21d and stack casting 21e of the present invention are illustrated in a side-by-side comparison with prior-art lift casting 15d and stack casting 15e. The lower edge of header 15a is generally flush with the interior of container 15, and the upper edge of footer 15c is generally flush with the interior of container 15. Likewise, the lower edge of header 21a is generally flush with the interior of container 21, and the upper edge of footer 21c is generally flush with the interior of container 21. As is shown, lift casting 21d and stack casting 21e require a much smaller intrusion into the interior of container 21 than lift casting 15d, with its necessary support member 15k, and stack casting 15e into the interior of container 15. As is shown, top aperture 15g is located in an inboard position close to the intersection of lift casting 15d and header 15a. Because top aperture 21g of lift casting 21d is located at an outboard position, container 21 may be stacked in a larger number of container combinations, without creating undesirable bending stresses.

Referring now to FIGS. 8A–8E in the drawings, a variety of container stacking combinations is illustrated. Lift casting 21d and stack casting 21e allow container 21 to be stacked in a large number of stacking combinations involving a variety of prior-art containers. For example, a first combination 51 includes container 21 stacked on top of an identical container 21. A second combination 53 includes container 21 stacked on top of equal length, wide container 19. A third combination 55 includes container 21 stacked on top of a shorter, standard-width container 13. A fourth combination 57 includes container 21 stacked on top of equal length, wide container 15. A fifth combination 59 includes wide container 19 stacked on top of equal length container 21. In combination 59, container 19 may be replaced by container 17 that is the same width as container 21, but that is longer than container 21. It should be understood that these examples are to illustrate the wide variety of stacking combinations that are permitted by the present invention. These examples are not intended to limit the number of stacking combinations in which container 21 may be utilized.

Referring now to FIGS. 9A–9B in the drawings, a variety of container stacking combinations that are not available when using container 21 are illustrated. Although lift casting 21d and stack casting 21e allow container 21 to be stacked in a large number of stacking combinations involving a variety of prior-art containers, a small number of combinations are not available due to container interconnection incompatibilities. For example, in a first excluded combination 61, a standard width container 13 cannot be stacked on top of container 21. In a second excluded combination 63, container 15 cannot be stacked on top of container 21. It should be understood that there may be other stacking combinations that are not possible due to container interconnection incompatibilities. The stacking combinations illustrated in FIGS. 9A and 9B are not possible.

Referring now to FIGS. 10A and 10B in the drawings, a conventional hydraulic twist-lock lift mechanism 71 for lifting and moving freight containers is illustrated. Lift mechanism 71 has four lifting attachments 73, each having a bayonet-type twist lock member 74. Lifting attachments 73 are located at the end of extensible arms 75, that are adjustable in the direction of arrows A to accommodate containers of varying widths, or containers that must be lifted from side apertures, such as container 17 described above. In order to lift containers from the side, each lift attachment 73 is equipped with an inwardly extending lift pin 77. Lift pins 77 may be retractable to allow for additional clearance between the container and lift attachment 73. Lift mechanism 71 generally has transverse booms 79 and 81 to carry extensible arms 75. The distance between booms 79 and 81 is generally adjustable, although the length between lift castings on containers has been standardized at about 40′.

Bayonet-type twist lock member 74 of lift attachment 73 is best seen in FIG. 10B. As is shown, lift attachment 73 includes a housing 91 having a lower collar 93. Collar 93 has an elongated shape that corresponds with elongated top apertures 13g, 15g, 19g, and 21g. In addition, collar 93 has a height c that generally corresponds with the thickness of top apertures 13g, 15g, 19g, and 21g. Housing 91 houses a rotatable shaft 94 and means (not shown) for actuating rotatable shaft 94. Bayonet-type twist lock member 74 is coupled to rotatable shaft 94. Bayonet-type twist lock member 74 includes a tab portion 74a and a tapered portion 74b that tapers to a point over a vertical distance d.

In operation, to lift container 19, lift attachments 73 are aligned by an operator with top apertures 19g. Lift attachments 73 are then lowered such that bayonet-type twist lock members 74 are inserted through top apertures 19g in lift castings 19d. Once inserted, bayonet-type twist lock members 74 are rotated 90° by shaft 94 into a locked position, such that tab portions 74a are no longer aligned with elongated top apertures 19g. Once lift attachment is in the locked position, lift mechanism 71 can safely lift and transport container 19. The vertical clearance inside the interior of lift casting 19d must be large enough to allow full insertion of tab portion 74a and tapered portion 74b.

Referring now to FIG. 11 in the drawings, an alternate embodiment of the present invention is illustrated. In this alternate embodiment, improved lifting attachments 73′ replace lifting attachments 73 in lift mechanism 71 for lifting container 21, or any other container with a short profile P (see FIGS. 6A and 6D). Each lift attachment 73′ is equipped with an inwardly extending lift pin 77′. Lift pins 77′ may be retractable to allow for additional clearance between the container and lift attachment 73′. Lift attachment 73′ includes a bayonet-type twist lock member 74′. As is shown, lift attachment 73′ includes a housing 91′ having a lower collar 93′. Collar 93′ has an elongated shape that corresponds with elongated top apertures 13g, 15g, 19g, and 21g. In addition, collar 93′ has a height c′ that generally corresponds with the thickness of top apertures 13g, 15g, 19g, and 21g. Housing 91′ houses a rotatable shaft 94′ and means (not shown) for actuating rotatable shaft 94′.

Bayonet-type twist lock member 74′ is coupled to rotatable shaft 94′. Bayonet-type twist lock member 74′ includes a tab portion 74a′ and a tapered portion 74b′ that tapers to a point over a vertical distance d′. Lift attachment 73′ is very similar in form and function to lift attachment 73, with the exception that vertical distance d′ is slightly shorter than vertical distance d. This shorter distance d′ allows lift mechanism 73′ to be used to lift containers having short profiles, such as profile P of container 21. This, in turn, means that the lift castings intrude less into the interior of the containers, thereby providing more usable volume within the containers, and reducing the amount of maneuvering that an operator must perform while loading the containers. Although tab portion 74a′ is reduced in thickness, and tapered portion is reduced in height, bayonet-type twist lock member 74′ retains sufficient strength to twist lock and lift containers at full capacity.

Referring now to FIGS. 12A–12C in the drawings, lift attachment 73′ of the present invention is shown in progressive perspective views twist-locking onto lift casting 21d of the present invention. As is shown, after bayonet twist lock member 74′ has been inserted through top aperture 21g, tab portion 74a′ and tapered portion 74b′ are rotated 90° by shaft 94′. Once lift attachment 73′ has twist-locked onto lift casting 21d, container 21 may be lifted and transported by a lift mechanisms, such as lift mechanism 71. It is important to note that lift casting 21d may be used with existing conventional lift mechanisms and lift attachments, such as conventional lift attachment 73 in FIG. 10B. In other words, lift casting 21d is dimensionally adapted for use with existing lift attachments 73, and it is not necessary that distance d be shortened to accommodate lift casting 21d. The embodiment of the present invention shown in FIG. 11 and described above, allows lift casting 21d to have an even shorter profile P, thereby intruding less into the interior of container 21.

Referring now to FIG. 13 in the drawings, a plurality of containers 19 are shown stacked side-by-side. As explained above, containers 19 may be lifted from either top apertures 19g or side apertures 19h in lift castings 19d. As is shown, lift mechanism 71 is utilizing lift pins 77 to lift containers 19 from side apertures 19h. In order to place containers 19 side-by-side, it is necessary to leave a clearance x between each container 19, clearance x being large enough for lift attachment 73 to pass therethrough as side pin 77 is being aligned with side aperture 19h. The disadvantages associated with such side-lifting and storing methods should be apparent, including: side lifting requires additional space x between containers 19; clearance x provides little space for lift attachment 73 to pass through; and the operator's visibility, necessary to align side pin 77 with side apertures 19h, is greatly reduced, thereby increasing the possibility that container 19 will be damaged by lift mechanism 71. It should be understood that containers 17, which can only be lifted from side apertures 17h, present the same problems and disadvantages as containers 19, when containers 19 are lifted from side apertures 19h.

Referring now to FIG. 14 in the drawings, a plurality of containers 21 according to the present invention are shown stacked side-by-side. Although containers 21 may be lifted from either top apertures 21g or side apertures 21h in lift castings 21d, it is preferred that containers 21 be lifted by top apertures 21g. As is shown, lift mechanism 71 is utilizing bayonet-type twist lock members 74 to lift containers 21 from top apertures 21g. Containers 21 may be placed side-by-side leaving only a minimal clearance x′ between each container 21. Lift attachment 73 does not have to pass through clearance x′ to stack containers 21 side-by-side. Thus, the advantages associated with top-lifting and storing methods should be apparent, including: top lifting does not require additional space x between containers 21; more containers 21 can be stored side-by-side than when using side-lifting methods; lift attachment 73 does not have to pass through clearance x′; and the operator's visibility is maximized, thereby reducing the possibility of damage to container 21 by lift mechanism 71. It should be understood that the foregoing applies to all top-lift containers, such as containers 13, 15, 19 (when lifted from the top), and 21.

It should be apparent from the foregoing that an invention having significant advantages has been provided. While the invention is shown in only one of its forms, it is not just limited but is susceptible to various changes and modifications without departing from the spirit thereof.

Claims

1. An improved container lift system for lifting and transporting freight containers, the improved lift system comprising: a lift mechanism including: a support frame;at least one extensible arm;at least one lift attachment coupled to each end of each extensible arm;a bayonet-type twist lock member coupled to each lift attachment; andan actuating means for actuating each extensible arm and each bayonet-type twist lock member;at least a first freight container including: a rigid support structure having a horizontal roof, vertical side walls, a horizontal floor, and at least one door;at least two reinforcement beams, each having a horizontal header coupled to the roof, a pair of vertical side posts coupled to the side walls, and a horizontal footer coupled to the floor, each side post having a transversely interior surface and an opposing transversely exterior surface;a stack casting disposed between each footer and each side post, the stack casting having a horizontal bottom plate and at least one stack aperture passing through the bottom plate, the stack aperture adapted to allow stacking of the first freight container; anda lift casting disposed between each header and each side post, each lift casting including: a horizontal upper plate; andat least one longitudinally elongated lift aperture through the upper plate, the elongated lift aperture being located in an outboard position on the upper plate that is a transverse distance from a center of the header such that an outboard elongated side wall of the elongated lift aperture formed in the upper plate is substantially vertically aligned with the transversely interior surface of each corresponding side post.

2. The improved container lift system according to claim 1, wherein loads on the first freight container are aligned with the side posts by the outboard position of the elongated lift aperture, thereby substantially reducing bending stresses in the first freight container.

3. The improved container lift system according to claim 5, wherein the loads are created by stacking at least a second freight container on top of the first freight container, such that stack castings of the second freight container are coupled to the lift castings of the first container.

4. The improved container lift system according to claim 1, wherein loads on the first freight container are aligned with the side posts by the outboard position of the elongated lift aperture, thereby substantially reducing fatigue stresses in the first freight container.

5. The improved container lift system according to claim 4, wherein the loads are created by stacking a second freight container on top of the first freight container, such that stack castings of the second freight container are coupled to the lift castings of the first container.

6. A lift casting for use in a freight container having: a rigid support structure having a horizontal roof, vertical side walls, a horizontal floor, and at least one door; at least two reinforcement beams, each having a horizontal header coupled to the roof, a pair of vertical side posts coupled to the side walls, and a horizontal footer coupled to the floor, each side post having a transversely interior surface and an opposing transversely exterior surface;a stack casting disposed between each footer and each side post, the stack casting having a horizontal bottom plate and at least one stack aperture passing through the bottom plate, the stack aperture adapted to allow stacking of the first freight container; anda lift casting disposed between each header and each side post, each lift casting comprising:a horizontal upper plate; andat least one longitudinally elongated lift aperture through the upper plate, the elongated lift aperture being located in an outboard position on the upper plate that is a transverse distance from a center of the header such that an outboard elongated side wall of the elongated lift aperture formed in the upper plate is substantially vertically aligned with the transversely interior surface of each corresponding side post.