WO1990008088A1

WO1990008088A1 - Sectional van trailer having detachable, interchangeable compartments capable of forming a continuous van body with accompanying system for forming shelf decks and partition walls within cargo holding sections

Info

Publication number: WO1990008088A1
Application number: PCT/US1990/000249
Authority: WO
Inventors: Hardy G. Roberts
Original assignee: T-W Management Corporation
Priority date: 1989-01-12
Filing date: 1990-01-10
Publication date: 1990-07-26
Also published as: AU5281090A; CA2045518A1

Abstract

A sectional van trailer having detachable, interchangeable compartments (16, 18, 20) capable of forming a continuous van body is disclosed. One or more van sections or cargo compartments (16, 18, 20) are secured to a trailer frame (28). The van sections may be individually removed and left at a location for loading or unloading. When removed, the van sections form secure, weather-tight individual containers for the goods disposed therein. The van sections are interconnected and each van section may remain an individual compartment or may be joined with one or more adjacent van sections to form a continuous van body. A tractor mounted hoist apparatus (14) is provided to allow a lone truck operator to move the van sections between the ground, and the trailer frame (28), a storage stand, or a truck frame. The described embodiments are particularly efficient for moving both household belongings and general commodities on a long-haul trip.

Description

SECTIONAL VAN TRAILER HAVING DETACHABLE, INTERCHANGEABLE COMPARTMENTS CAPABLE OF FORMING A CONTINUOUS VAN BODY WITH ACCOMPANYING SYSTEM FOR FORMING SHELF DECKS AND PARTITION WALLS WITHIN CARGO HOLDING SECTIONS

BACKGROUND

1- The Field of the Invention

This invention relates to transportation equipment used to move goods such as commercial freight and household belongings. More particularly, the present invention pertains to a system including a trailer frame onto which may be removably secured one or more of a plurality of interchangeable individual cargo compartments and all or some of the plurality of cargo compartments may be attached and interconnected to each other to form a continuous van body secured to the trailer frame and also may be removed for loading or unloading and secured to another trailer frame with other similar cargo compartments. Still further, the present invention relates to apparatus and methods for subdividing cargo holding sections and compartments using movable shelf decks and partition walls. 2. The Background Art

An efficient transportation system is essential to the operation of modern industrial societies. During the past several hundred years, the most common methods of transporting goods and materials from one location to a distant location has progressed from animal-drawn wagons, to steam and diesel-driven locomotives, to today where millions of tons of goods and materials are carried upon highways by semitrailer and tractor rigs which have become familiar sights on the world's highways.

The conventional semitrailer and tractor rig (so named because the trailer relies upon the tractor to carry part of its weight) often comprises a trailer 48 feet long, 13 feet high, and 8.5 feet wide. Importantly, the total cost of operating a semitrailer and tractor rig usually varies , little between the cost of operating a semitrailer which is only partially full and a semitrailer which is completely full.

Thus, by loading more items into a trailer before ^" _g making a long-haul trip the cost of transporting each item to its destination will be lower than if fewer items were loaded into the trailer. In view of the foregoing, there is great incentive in the long-haul trucking industry to use the largest possible trailer and to fill the trailers to their capacity during a trip.

While much of the trucking industry is involved with the transportation of commercial freight, a significant and economically important portion of the trucking industry is concerned with the transportation of household belongings. Significantly, the above-mentioned economic considerations of completely filling a trailer before leaving on a long- haul trip also applies in the case of moving household belongings. However, the nature of moving household belongings often makes it extremely difficult to completely fill a trailer of the type previously available in the industry, particularly on a return trip.

Like all customers of the trucking industry, household customers desire that their goods be picked up at their residence exactly at the scheduled time and delivered to their destination as soon as possible, or alternatively, at an exact date and hour. Commercial users of the trucking industry, in contrast to owners of household belongings, are often more willing and able to forgive delays in picking up and delivering fungible goods since individuals are often without furniture, cooking utensils, clothing, and personal belongings during the time that their goods are in transit. Moreover, the residential moving trade is extremely competitive and the residential customer's desire to have timely pickup and delivery works against having the lowest possible operating costs for several reasons such has those summarized below. First, moving household goods often requires that a tractor-trailer combination be driven directly to the customer's residence. Because of government regulation or practical constraints, often times a full-sized trailer cannot be taken directly to a residence located on narrow streets or driveways, or on streets having weight limits below the weight of a loaded trailer.

Second, it is usually the case that a residential customer does not have enough household belongings to fill an entire trailer previously used in the industry. Such a trailer is 48 feet long and holds approximately 17 average rooms of furniture. Thus, unless the customer is willing to pay for the use of an entire trailer, the remaining third, half, two-thirds, or more, of the trailer must be shared with one or more other customers. Unfortunately, sharing a trailer requires that the pick-up and delivery dates may not be those desired by one or more of the customers sharing a trailer. Also, sharing a trailer often causes the time period between pick-up and delivery dates for one customer to be longer than it otherwise might be.

Third, customers are always concerned about the security of their goods. Sharing a trailer with another unknown person raises questions in customers' minds concerning the security of their goods.

Fourth, since the trailers most often used in the past to move household belongings were particularly adapted to the task, moving commercial goods in such trailers was not feasible. Thus, movers of household belongings have in the past been required to ensure that the trailer return from a distant location with another load of household belongings, but as a practical matter always partially empty. Alternatively, if the tractor and trailer were required elsewhere before a load could be arranged, the trailer made the return trip empty at great expense to the operator. -_]_ Another difficulty which is encountered when moving household goods is the cumbersome practice of building shelf decks (hereinafter sometimes referred to as "decks") and partition walls (hereinafter sometimes referred as 5 "partitions") within cargo holding sections of trailers and truck bodies.

Decks are horizontal surfaces built within a cargo holding section to support goods placed thereon. For example, a customer may desire to move an automobile with _Q other household goods. In such a case, the automobile can be loaded on the floor of the cargo holding section and a deck built above the automobile and goods placed thereon. In this way the high vertical space available in a cargo holding section can be used to full advantage. Moreover,

,₅ decks are often built to avoid stacking goods upon each other which might cause damage to household goods.

Partition walls are built to divide a cargo holding section, such as a semitrailer, into separate compartments so that the goods of one customer are not mixed with those

__ of other customers who must share a whole semitrailer on a long haul trips. Constructing partitions within cargo holding sections assures customers that their goods will be secure while in transit.

Prior art decks and partitions are rigged together

- using sheets of plywood and dimensional lumber. The plywood and dimensional lumber must always be available and carried with the trailer since the need for a deck or a partition is often unascertainable until reaching a loading site at a residence and the amount and type of household goods to be loaded is determined.

Trailers used to move household goods are regularly equipped with enclosed "pods" attached to the trailer frame under the cargo holding sections and are adapted to hold the plywood and dimensional lumber. Trailers used for

_ hauling commercial freight are not provided with such pods and if they are used to move household belongings the material used to rig decks and partitions must be stored in the cargo carrying section thus reducing the amount of valuable room available for carrying profit generating cargo.

Thus, it will be realized that trailers adapted for hauling commercial freight are poorly equipped to haul household goods. Even further, the plywood and lumber which is used to build decks and partitions in household moving trailers is inherently weak and has a relatively 0 short useful life compared to the strength and life of the trailers used to haul the goods.

In view of the foregoing difficulties and drawbacks found in the previous state of the art, it would be an advance in the art to provide a semitrailer which may be _ sectioned into a plurality of individually securable compartments and also allow the compartments to be interconnected to form a full-length continuous van body. It would also be an advance in the art to provide a semitrailer which includes a plurality of individual compartments, each compartment being capable of being off¬ 0 loaded from the trailer, left at a location for loading, and later attached again to the trailer.

It would be another advance in the art to provide a plurality of cargo compartments which may be interchanged and secured to any number of properly equipped semitrailers. It would be a further advance in the art to provide a semitrailer which may be sectioned into individual compartments which are adapted to carry both household belongings and commercial freight.

It would be a still further advance in the art to provide a sectional van trailer and an accompanying tractor-mounted hoisting apparatus which allows a lone individual to both remove and secure an individual cargo compartment to the semitrailer at, for example, pick-up and drop-off locations and locations where cargo compartments are transferred from one semitrailer to another or are placed into storage. It would be yet another advance in the art to provide a semitrailer which protects its contents from contamination by dirt and moisture and securely holds the goods contained therein.

It would be a further advance in the art to provide a system and method for building decks and partitions within various cargo holding sections which is more efficient than prior art systems for building decks and partitions. It would be a still further advance in the art to provide a system and method for building decks and partitions within cargo holding sections which allows the deck and partition building materials to be stored with the cargo holding section wherever it may travel and without taking up cargo holding space. It would be yet another advance in the art to provide a system and method for building decks and partitions wherein the decks and partitions have a long usable life and are strong and durable.

OBJECTS AND BRIEF SUMMARY OF THE INVENTION

In view of the foregoing, it is a primary object of the present invention to provide a trailer wherein the trailer may be sectioned into a plurality of individually enclosed compartments which are removably secured to a trailer frame.

It is another object of the present invention to provide a trailer wherein a plurality of individual compartments may be selectively removed from or attached to any number of properly equipped trailer frames.

It is still another object of the present invention to provide a trailer which is adapted to haul both household belongings and commercial freight.

It is yet another object of the present invention to provide a trailer having individual sections which are individually securable and which protect their contents from contamination by moisture and dirt. •■_ A still further object of the present invention is to provide a sectional van trailer and an accompanying hoist apparatus which allows a lone person to remove individual compartments from, or secure them onto, any of a number of

5 properly equipped trailer frames or truck frames.

It is a still another object of the present invention to provide a sectional van trailer which may be interconnected to form a continuous van body useable as a conventional van trailer and which includes a virtually _Q flat van floor and straight walls thus allowing a fork lift to be maneuvered therein.

It is a further object of the present invention to provide a system and method for building decks and partitions within various cargo holding sections and in _ς individual cargo compartments which may be set up more efficiently than prior art systems for putting together decks and partitions.

It is a still further object of the present invention to provide a system and method for building decks and partitions within cargo holding sections which allows the deck and partition building materials to be stored with the cargo holding section wherever it may travel and without taking up valuable cargo holding space.

It is a yet further object of the present invention to provide a system and method for building decks and partitions wherein the deck and partition components have a long usable life and are as strong and durable as the materials used to construct the cargo holding section in which they are used.

These and other objects of the invention can be learned from the following disclosure and from the practice of the invention.

Briefly stated, the present invention includes a plurality of van section means, or cargo compartments, which are each completely enclosed and which may be individually removed from a trailer frame and left at a , location for loading or unloading. Each van section means provides a secure housing for its contents which protects its contents from contamination by moisture and dirt present in the surrounding environment as well as preventing theft of the contents.

When loading or unloading of each van section is complete, the van section may be hoisted onto a trailer frame, and secured thereto. The trailer frame includes a trailer hitching means such as one of many available in the

„ art. Once the van sections are secured to the trailer 0 frame, the combination is suitable for transportation on major freeways and highways. When attached to the trailer frame, a plurality of van sections, or van section means, are not merely containers which are placed on a trailer, but rather function together to form a strong, lightweight, and secure sectional van trailer. Each van section includes means for attaching the van section to an adjacent van section to provide strength not otherwise attainable with the same tare weight.

The van sections or cargo compartments of the present invention each individually include means for interconnec¬ ting adjacent van sections. For example, a first door means and a second door means of any two adjacent van sections may be opened to create a continuous van body or cargo space which may be loaded as any other van trailer.

When a van body is formed, the interior floor, wall, and ceiling surfaces are substantially straight and are without any disrupting obstructions. Also, just as the individual van sections provide a secure weather-tight housing for the items contained therein, when a continuous 0 van body is created by interconnecting two or more sections, the joints between the two sections are weather- tight to protect the goods contained therein. Also, when attached to a trailer frame, the van sections interengage with each other to form a rigid, durable structure. 5 The trailer frame for use with embodiments of the present invention can be provided with a means for extending and retracting the length of the trailer frame. Thus, the overall length of the tractor/trailer combination, and the number of van sections which can be secured to the trailer frame, can be varied according to the needs of the user and to comply with government regulations.

While many other structures could be used, it is preferred that the door means used at the rear of the van sections comprise either a swinging door having a double articulating hinge or a roll-up door. The roll-up door preferably comprises a door support which acts to prevent damage to the door when the door is in the open position, and is jostled about, while the trailer is in motion.

The double articulating hinge allows the swinging door to assume a closed position, an open loading position, or an open van position. In the open van position, the swinging door is secured against the interior wall of the van section so that the continuous van body space is unobstructed.

In order to provide the present invention with the greatest versatility, a hoisting means is provided to allow a lone person to lift the individual van sections onto, or off from, any properly equipped trailer or truck frame. In one embodiment, a hoisting means is mounted on the rear of a tractor with the mast of the hoisting means being moved between an operating position and a transport position by a means for moving the mast.

A lifting means interconnects an individual van section to the movement means attached to the mast. The lifting means preferably includes a pair of detachable fork blades which are adapted to interconnect the hoist apparatus to the van section on many types of surfaces, even on uneven or sloping terrain. Using the lifting means and the hoisting means, the van section may be lifted off ■^ the trailer frame or the ground and moved about by a lone person maneuvering the tractor.

Also included in some embodiments of the present invention are structures for building shelf decks and 5 partition walls within the cargo compartments. When decks and partitions are to be constructed, a plurality of planar units are provided all of which preferably have the same dimensions and thus are interchangeable. Means for removably supporting a plurality of the planar units to ₁₀ form a deck are provided within the cargo compartment or other cargo holding section of a freight hauling vehicle.

The planar units may be used to build horizontal decks within the cargo compartment at any one of several preselected vertical positions. The planar units provide _ις a strong and rugged deck and have a long useful life.

Embodiments of the present invention also use the planar units and door units to form partitions within cargo hauling sections. The planar units used to form the decks and the planar units used to form the partitions may be the same or different in accordance with the present invention.

The planar units in the described embodiments are used to build vertical partitions separating a single cargo holding section or cargo compartment into two or more separate sections. Also provided in the described embodiments is a means for removably holding a plurality of planar units in a vertical position to form a partition wall. The planar units are rugged and provide a long useful life. As explained, the planar units may function as deck units or as partition units or the deck units and _ partition units may be fabricated so as to be dissimilar in some circumstances.

A means for individually storing each of the planar units is provided. The planar units are stored within the walls of the cargo compartment or other cargo holding section. When stored, planar units are stored within the cargo compartment with which they are used and do not -, protrude into the cargo space of the compartment thus avoiding taking up any valuable cargo space.

The present invention also includes a plurality of door panels, or door units, which are used to form a door _g to the cargo compartment or other cargo holding section. Means for storing each of the door units is provided so that the door units do not consume valuable cargo space. The door units, when used as a front door to the cargo compartment or other cargo holding section, form a secure and weather tight barrier to the entry of water and other contaminants into the cargo space. Means is also provided for removably holding the door units to form a partition wall within the cargo holding section.

By use of the inventive concepts of the present invention, a trailer results which is equally suitable for transporting household belongings and commercial freight and which provides the great advantage of allowing a plurality of individual van sections to be secured to, and removed from, any of a number of properly equipped trailer frames or the van sections may be interconnected to form a larger, continuous van body on any of said trailer frames.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a perspective view of the presently preferred embodiment of the sectional van trailer of the present invention.

Figure 2 is a perspective view of the embodiment illustrated in Figure 1 showing a van section being removed from the trailer frame by a hoist apparatus mounted on the tractor.

Figure 3 is a perspective view of the embodiment illustrated in Figure 2 with the components of the hoist apparatus being brought into position to lift a van section from the trailer frame.

Figure 4 is a partially cut away perspective view showing the apparatus used to secure the fork blades to the hoist mast and a hydraulic ram used to position the van section on the fork blades and the trailer frame.

Figure 5 is a perspective view showing the overall construction of the hoist apparatus mounted on the tractor.

Figure 6 is an exploded perspective view showing the structures used to secure the fork blades to the hoist mast.

Figure 7 is a cross-sectional view of the fork blade secured to the hoist mast.

Figure 8A is a top plan view of the embodiment illustrated in Figure 1 showing the swinging doors in both a closed position and an open loading position.

Figure 8B is a top plan view of the embodiment illustrated in Figure 8A showing all of the swinging doors in an open van position.

Figure 9A is a vertical cross-sectional view taken along line 9-9 of Figure 8A showing a portion of the apparatus used to attach the van sections of the embodiment to one another.

Figure 9B is a vertical cross sectional view showing the lower portion of the structure represented in Figure 9A.

Figure 10A is a horizontal cross-sectional view taken along line 10A-10A of Figure 8A showing in greater detail the operation of the articulating hinge incorporated into the swinging door of the illustrated embodiment.

Figure 10B is a horizontal cross-sectional view taken along line 10B-10B of Figure 8A showing in greater detail the interengaging portions of two compartments or van sections.

Figure 11A is a cross-sectional top view of another embodiment of the front swinging door which may be incorporated into each of the van sections described herein. Figure 11B is a cross-sectional perspective view of some of the structures used to lock the front swinging door of Figure 11A into its closed position.

Figure 11C is a partially cut-away perspective view of the front swinging door of Figure 11A showing additional structures used to lock the door in its closed position.

Figure 11D is a cross-sectional top view showing the front swinging door of Figure 11A in greater detail.

Figure 12 is a vertical cross-sectional view taken along line 12-12 of Figure 2 showing the structure of a roll-up door, in the up position, and the roll-up door support of the present invention.

Figure 13 is a vertical cross-sectional view taken along line 13-13 of Figure 2 further showing the structure of the roll-up door support illustrated in Figure 12.

Figure 14 is an elevational view, partially in a cross-section, showing the structures used to attach the van sections to one another and to position the van section on the trailer frame.

Figure 15 is a perspective view of another structure used to attach van sections together when secured to the trailer frame.

Figure 16 is a cross-sectional view showing structures used to secure the van sections to the trailer frame.

Figure 17 is a perspective view of another structure used to secure a van section to the trailer frame.

Figure 18 is a perspective view of another presently preferred embodiment of the present invention including an extensible frame.

Figure 19 is a perspective view showing the removable wheel and suspension assembly of the extensible frame illustrated in Figure 18.

Figures 20 and 21 are vertical cross-sectional views taken along lines 20-20 and 21-21, respectively, of Figure 18. Figure 22 is a side view of another presently preferred embodiment of the present invention wherein each van section is provided with an individual trailer.

Figure 23A and 23B are perspective views showing the construction of the individual trailers illustrated in Figure 22 in greater detail.

Figure 23C is a side view of another embodiment of a trailer which may be used to transport the van sections of the present invention.

Figure 23D is a perspective view taken along line 23D- 23D of Figure 23C showing on hitching arrangement of the present invention.

Figure 24 is a perspective view of another presently preferred embodiment of the present invention.

Figure 25 is a perspective view of yet another presently preferred embodiment of the present invention.

Figure 26 is a perspective view of still another presently preferred embodiment of the present invention.

Figure 27 is a top plan view of the van sections of the present invention with a removable deck and a removable partition built within the van sections.

Figure 28 is a partially cut away perspective view of the right side interior of two of the van sections illustrated in Figure 27.

Figure 29 is a perspective view of a front door provided in one of the van sections and the deck built therein.

Figure 30 is a perspective view of the door spanner structure illustrated in Figure 29.

Figure 31 is a partially cut away perspective view of the front door panels installed in a van section.

Figure 32 is a partially cut away perspective view of the upper portion of the front door panels installed on a van section. Figure 33 is a partial perspective view of the structures used to hold the door panels in place at the front of the van section.

Figure 34 is a horizontal cross sectional view showing the arrangement of the front door panels installed on a van section.

Figure 35 is a horizontal cross sectional view of the walls of two van sections, the rear roll-up door of a van section, and a front door unit placed in its storage position within the wall structures of a van section.

Figure 36 is a vertical cross sectional view of the front door panel illustrated in Figure 35 in its storage position within the wall of the van section and taken along line 36-36 of Figure 28. Figure 37 is a partial perspective view of the left side interior of a van section having a partition wall and a shelf deck formed therein.

Figure 38 is a vertical cross sectional view of the deck support bracket and planar unit taken along line 38- 38 of Figure 37.

Figure 39 is a horizontal cross sectional view of the wall of a van section taken along line 39-39 of Figure 37 showing the storage positions of various components therein.

Figure 40 is a perspective view of another embodiment of the planar units and deck support stringers of the present invention.

Figure 41 is a perspective view of structures of the present invention used to join two differing sizes of van sections.

Figure 42 is a horizontal cross sectional view taken along line 42-42 of Figure 41.

Figure 43 is a perspective view of structures of the present invention being held within containerized shipping adapter which allows the van sections to be shipped as containerized freight. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The following disclosure provides a description of the presently preferred best known modes for carrying out the inventive concepts of the present invention. It is to be ^"- understood, however, that the inventive concepts claimed herein may be carried out and embodied in many different structures with the embodiments specifically illustrated herein representing the presently best known mode for carrying out the invention. _ As previously discussed, and as is well-known in the industry, it is a goal in the trucking and moving industry to load as much as possible into a trailer before beginning a long-haul trip and also to travel the most direct route to the destination. In this way, the cost of transporting each item being hauled is lower than if fewer items are transported using the same trailer, tractor, and driver.

For example, with the present invention it is possible to much more efficiently move household belongings on long- haul trips than previously possible. This is due to the interchangability of the cargo compartments, or van sections, which, will be described shortly. Using the present invention, compartments loaded with goods destined for a variety of widely scattered locations may be transported to a regional or central hub and grouped with other compartments having destinations all on the way to the final destination. Thus, the circuitous routes often taken by moving trucks carrying the belongings of three to five people is avoided resulting in lower costs, fewer delays, and more satisfied customers. As will be appreciated by those familiar with the industry after understanding the present invention, it is a very significant advantage inherent in the present invention to be able to interchange, or transfer, compartments from one

5 ■-_ trailer to another either at a terminal or any location along a route.

Significantly, both governmental regulation and practical considerations limit the maximum dimensions and 5 the gross weight of a vehicle operating on public roads. Because the maximum dimensions and gross weights are often limited by legal regulation, it is important that the trailers themselves be as light as possible in order to maximize the weight of cargo which can be carried. It is

-._Q also important that the structure of the trailer allow the maximum possible interior volume without exceeding the height, width, and length restrictions placed on trailers traveling over public roads.

The considerations of minimizing trailer weight and

,c maximizing useable trailer interior volume must be balanced against providing a trailer which is strong and durable. Since trailers must withstand the rigors of long use on the highway, maximizing the profit obtained by a trucking concern requires that a trailer be designed to provide the greatest possible cargo capacity while still providing safe and reliable operation. The present invention provides a trailer which better meets these considerations than previously available apparatus.

One presently preferred embodiment of the present

__ invention is illustrated in the perspective view of Figure 1. In Figure 1, a tractor of the type generally used to pull semitrailers, is generally indicated at bracket 12. The tractor 12 may be one of many models well-known and commonly available in the industry.

Also represented in Figure 1 is a trailer embodying the inventive concepts of the present invention. The trailer of the presently preferred embodiment is designated by bracket 10. The trailer 10 is a semitrailer which may be hitched to the tractor 12 by the conventional king pin hitching structure provided on the tractor 12 generally available in the industry. , As represented in Figure l, the trailer 10 is divided into a first van section 16, a second van section 18, and a third van section 20. Each of these van sections, or van section means, 16, 18, and 20, rest upon a lightweight

^' _c trailer frame, hidden from view in Figure 1 but generally designated 28, and may be removed from, and secured to, the trailer frame 28 or secured to any other trailer frame equipped according to the present invention.

The use of a lightweight trailer frame allows more weight to be carried as cargo before the maximum weight limit is reached, as compared to equivalent sized containers carried on a conventional flat bed trailer or heavier trailer frame. Importantly, a conventional flat trailer would be impractical to use with the van sections described herein because of weight and height restrictions imposed upon the trucking industry. More details concerning the trailer frame and the structures used to secure the van sections, which may also be referred to as cargo compartments, will be provided later.

In order to allow a lone person to remove the van 0 sections (16, 18, and 20) from, and attach them to, the trailer frame a hoist apparatus, or hoisting means, generally designated 14 in Figure 1, is provided. The hoist apparatus 14, mounted on the tractor 12, allows a lone truck operator to remove one or more van sections from 5 the trailer frame leaving the van section, or sections, at a loading, unloading, transfer, or storage location and then later resecuring the van section onto a properly equipped trailer frame once the loading, unloading, or transfer is complete. As represented in Figure 1, the trailer frame of the presently preferred embodiments must be provided with structures, such as brakes, lights, suspension, coupling devices and so forth, which are well- known to those skilled in the art.

Figure 2 provides a perspective view showing the third van section 20 being removed from the trailer frame 28 , using the tractor mounted hoist apparatus 14. The trailer frame 28 represented in Figure 2 includes two frame elements 28A and 28B interconnected by an end frame element 30 provided with a bumper 32. The trailer frame 28 is _ς supported on wheels 34 by way of a suspension apparatus which may be readily obtained or designed by those skilled in the art.

In the embodiment represented in Figure 2, the trailer

10 has been unhitched from the tractor 12 and the trailer

10 left free-standing by way of two "landing leg" jacks, one of which is represented at 36, mounted near the forward end of the trailer frame 28. As will be fully appreciated shortly, one of the primary advantages of the present invention is that the individual van sections may be removed from the trailer frame and left at a location for loading or unloading. Furthermore, each van section 16,

18, and 20 provides a secure container for the goods disposed inside. Thus, the van sections protect their contents from theft and contamination by moisture and dirt.

Importantly, when the van sections are secured to the trailer frame and attached to each other, as described below, they act together to create a strong and reliable van trailer which may be left divided into individual van sections or, by moving the interior doors to their open van position, may be configured as a continuous van body with two or more van sections interconnected. Once interconnected as a continuous van body, the trailer may be loaded as any conventional van body trailer.

While the embodiment represented in Figure 2 preferably includes three van sections, 16, 18, and 20, it is to be understood that the present invention may include more or less than three van sections. Moreover, if necessary, it is possible to secure only one or two van sections, for example van sections 16 and 18 to the trailer frame for transporting goods on a short haul trip. Since, however, part of the trailer frame's strength is derived from the van sections attached thereto, the weight carried and length of a trip are limited when the trailer frame does not have a full complement of van sections attached thereto.

In some applications, it may be preferable to permanently attach the first van section 16 to the trailer frame 28. By permanently attaching the first van section 16 to the trailer frame 28, the structure of the first van section 16 may be used to strengthen and add rigidity to the trailer frame 28. Thus, the weight of the trailer frame may be reduced even further. Furthermore, if the first van section 16 is permanently secured to the trailer frame 28, the forward end of the first van section 16 may be fabricated without a front door. Thus, any difficulties which may accompany placing a door on the front end of the trailer where it is often exposed to penetrating moisture while moving at highway speeds, can be avoided.

Nevertheless, embodiments of the invention may be designed to serve in applications where it is extremely advantageous to provide van sections which are completely interchangeable with one another and which may be secured to any trailer or truck frame equipped according to the present invention. For example, a number of van sections may be located in each city in a country. When necessary, a single van section may be individually delivered to a customer for loading (using single van section trailers or truck frames to be described later herein) and then picked up by a long-haul rig using the embodiment illustrated in Figures 1 and 2. Thus, in such applications a door is provided on both ends of each section to allow any van section to assume any position on a trailer frame. Importantly, appropriate sealing and weatherproofing structures are provided at each door as hereinafter described.

Importantly, in some localities the parking of a full- length trailer may be difficult if not impossible. By , using the embodiments of the present invention, the full- length trailer may be parked a distance away from the desired loading and unloading location and a van section, such as van section 20 in Figure 2, may be removed from the

- trailer frame and positioned in a driveway, street, parking lot, or any other convenient loading location. Once the van section 20 has been loaded, which may be several hours or several days after the van section is dropped off, the van section 20 may be secured to the same or to a different trailer frame for transportation to the destination.

Represented in Figure 2 is a swinging door 24 which may on some embodiments be provided on both ends of any van section. The swinging door 24 is provided with sliding bolts 26 and a latch apparatus 42, both of which are found on such doors available in the industry. Alternatively, a roll-up door may be incorporated into the van sections as represented at 22 on the rear end of van section 20. Also, as illustrated in Figure 2, one or all of the van sections may be provided with a side door 25. More information concerning both the swinging doors 24 and the roll-up door 22 which are adapted for carrying out the present invention will be provided later.

In order to ensure that each of the van sections are properly positioned on frame elements 28A and 28B, positioners 38A and 38B are provided on the upper surface of each frame element 28A and 28B. The positioners 38A and 38B engage complementing structures on the bottom of each van section which will be described later.

The van sections are also fabricated with cut-out portions 39 to provided clearance for the positioners when the van sections are removed from, or placed onto, the trailer frame as will be described later. Also represented in Figure 2 are hold down hooks 40A and 40B which, in cooperation with other structures, serve to secure the third van section 20 onto the trailer frame 28. More ■i information concerning the just mentioned structures will be provided shortly.

Represented in Figure 2 adjacent the lower edge of van section 20 are a pair of fork blades 44A and 44B preferably c positioned within tubular structures located under the floor of the van section 20. It will be appreciated that the inventive concept of allowing each van section to be removed and left at location for loading, unloading, transfer, or storage provides advantages and flexibility _Q not before known in the industry.

In Figure 3, the trailer frame 28 is shown with two van sections (16 and 18) secured thereto with preparations being made to remove van section 18 from the trailer frame 28. In order to remove a van section from the trailer frame 28, the trailer 10 is unhitched from the tractor 12. The hoist includes a fork blade support 50 provided with two fork blade receptacles 52A and 52B.

In Figure 3, the hoist apparatus is shown provided with four hydraulic rams which will be familiar to those skilled in the art. Among the functions served by hydraulic rams is the function of raising and lowering the fork blade support 50 and the function of moving the mast between a storage position and an operating position. More information concerning the hoist apparatus will be provided shortly.

When moving van section 18, or any other van section, using the hoist apparatus, fork blades 44A and 44B are first removed from their storage location on the tractor 12, and inserted under the van section floor, for example van section 18. Preferably, each van section is provided with two tubular structures, under the van section floor, each of which are adapted to receive one fork blade 44A or 44B.

Since the van sections form an interengaging van body when secured to the trailer frame and to each other, it is necessary to separate the van sections from each other using the procedure which can be best described in connection with Figure 4. In Figure 4, one of two identical hydraulic rams 66 is shown, each of which is preferably one of many bi-directional hydraulic rams available in the industry and well-known to those skilled in the art. The two hydraulic rams 66 are provided with fluid under pressure from a pump (not illustrated) mounted on the tractor 12 and conveyed to the hydraulic ram by fluid lines 84 and 88. The direction of the fluid flow, and the direction of the ram movement, is controlled by switch 86.

The tractor 12 is then backed up to a position perpendicular to the side of the van section, such as van section 18 in Figure 3, so that the fork blade receptacles 52A and 52B will be closely aligned with the fork blades protruding out from the van section 18. As an aid to accomplishing this procedure, guide marks may be painted on the side of the van section to help the operator of the tractor find the proper position during backing.

As will be explained in greater detail shortly, each of the van sections interengage with each other to form a weather-tight and structurally stable van body. Thus, it is necessary to slide each van section apart from its neighbor before it can be removed from the trailer frame. As shown by the arrow labeled "B" in Figure 4, each van section is able to slide longitudinally on the trailer frame due to the action of positioners (38A and 38B) and provided on the frame elements 28A and 28B and a corresponding receptacle (80A) .

It will be appreciated that it may be advantageous to place friction-reducing materials on the contacting surfaces of the positioner 38A and receptacle 80A. With a receptacle being provided for each positioner (as shown in Figure 3) the van sections may be slid together or pushed apart by one or both of the two hydraulic rams as necessary , for securing the van sections to, or removing them from, the trailer frame.

As shown in Figure 4, the fixed cylinder of each ram 66 is provided with a hinge assembly 68 which may be _c inserted into receptacle 70 and held in place by clip 64.

Likewise, the moving rod 76 of ram 66 is provided with a hinge assembly 82 which is received by receptacle 72 attached to the van section and held in place by clip 74.

Thus, as the moving rod 76 moves in the directions indicated by arrow A, van section 18 also slides in the corresponding directions indicated by arrow B. In this way, the van sections may be slid together or apart.

Before the van sections have been slid apart, the fork blades, such as 44A in Figure 4, are inserted under the van section. Each fork blade is provided with a plurality of bores 54A as shown in Figure 4. After the truck operator has positioned the tractor so that each fork blade receptacle, such as shown at 52A, is in alignment to receive the end of each fork blade 44A, the hoist mast is raised or lowered to position the fork blade receptacles

52A and 52B to receive each fork blade in turn. If the ground under the trailer and tractor is uneven or sloping, such as is common on normal streets, each blade may be inserted into its receptacle at a different vertical level from the other. 5

As will be appreciated by those skilled in the operation of conventional fork lift apparatus, the standard fixed, attached forks of a conventional fork lift could only be inserted under the floor of the van sections if both forks of the fork lift and the trailer frame itself 0 are on the same horizontal plane on level ground. In practical use on city streets with hills, driveways, and gutters, and so forth, this is generally not the case.

Hence the described detachable, individually aligned, and inserted fork blades are essential to the practical operation of individually aligned, and inserted fork blades are essential to the practical operation of the hoist apparatus.

As suggested in Figure 4, after the fork blade 44A is received by the fork blade receptacle 52A, a wedge 58A is then positioned within the fork blade receptacle and post 46A is inserted through bores 56A, 54A and 60A. Thus, as will be more fully explained shortly, the fork blades are held securely in position during the hoisting of the van section.

Once the fork blades have been securely positioned, the truck operator can then raise the van section from off the trailer frame using the hoist. Preferably, however, for increased safety each of the fixed cylinder ends of the hydraulic rams 66 should be removed from receptacle 70 and swung in the direction of arrow C to the position represented at 66A so that the hinge assembly, in the position shown at 68A, is received by receptacle 62 on the fork blade support and secured in place using the clip shown at 64A. The operator may then lift the van section a few inches from off the trailer frame and then pull it securely against the hoist using both rams as necessary. When the van section is resting on the forks, one or both of the hydraulic rams 66A may then be used to pull, push, or hold, van section 18 on the fork blades. The rams 66 may also be used to place the van section onto positioner 38 when securing the van section back onto the trailer fram .

It should be realized that the structures represented in Figure 4 may be used to move a van section between the trailer frame and the ground, a storage rack, or another trailer frame. It will be further appreciated that structures different than, or in addition to, those represented and described herein may be used to carry out the procedure, or equivalent procedures, herein described. Further information concerning the structure of the hoist apparatus will be provided in connection with Figures 5-7.

As will be appreciated, the present invention advantageously provides a means for allowing a lone truck operator to handle the van sections. This need is met without requiring that a fork lift or other similar bulky device be transported with the embodiment. Importantly, the hoist apparatus of the embodiments may be easily operated and adaptable for a variety of conditions and terrain. For example, it is not uncommon to find a loading or unloading site that is on a narrow street, driveway, or on a hill or uneven ground. The hoist apparatus represented in Figures 5-7 allows efficient operation under all these conditions.

As shown in Figure 5, a principal component of hoist 14 is a mast 100. The mast 100 may be one of many commonly available in the art for use with fork lifts or may be specifically constructed for use with embodiments of the present invention. The mast 100 is provided with a hydraulic ram 102 and other components, which serve as a movement means, and which provide the raising and lowering functions by way of chains 104 which are connected to fork blade support 50.

The hoist in Figure 5 is shown in the operating position. When the hoist 14 is not being used, it assumes a position directly behind the cab of tractor as shown in Figure 18. When not being used, the hoist takes up a minimum of space and, according to the procedure to be described, may easily be moved into the operating position.

As can be seen in Figure 5, when the hoist 14 is in the operating position, the two mast securing posts, one of which is illustrated at 126B, are secured in place by corresponding cradle members and hooks, one of each being shown at 122B and 124B, respectively. As a safety feature, cradle members and hooks are provided with switches (not shown) which cause hydraulic rams 116A and 116B to remain operational until both cradle members and hooks have securely received both mast securing posts. Once both mast securing posts are received by the cradle members and hooks, the rams 116A and 116B are disabled so as to not interfere with the operation of ram 110. Ram 110 may then be used to tilt the mast 100 forward or backward while moving a van section.

Hoist support arms 114A and 114B are pivotally mounted on the tractor frame by way of bolts 118A and 118B. The position of hoist support arms 114A and 114B is controlled by hydraulic rams 116A and 116B. Each of the hydraulic rams 116A and 116B are pivotally connected to the tractor frame by bolts 120A and 12OB, respectively.

Mast support extension arms 108A and 108B telescopically extend from, and retract into, mast support arms 114A and 114B as indicated by the arrow labeled "D" in Figure 5. Mast support extension arms 108A and 108B are pivotally connected adjacent the top of the hoist mast 100 by way of bar 106. The extension or retraction of mast support extension arms 108A and 108B is controlled by ram 110. By extending or retracting ram 110 the extension or retraction of mast support extension arms is correspondingly carried out. The hydraulic ram 110 is anchored to the mast support arms 114A and 114B by cross member 112 as shown in Figure 5. The mast support arms, the mast support extension arms, as well as the rams and other structures associated therewith, serve as a means for moving the mast between the operating position and the transport position and allow an operator to tilt the hoist apparatus back while moving a van section.

Thus, the structure represented in Figure 5 allows a lone truck operator to move the hoist between a transport position and an operating position. It will be appreciated that those skilled in the art will readily be able to devise the appropriate hydraulic control systems necessary -, to implement the embodiment represented in the figures. Alternatively, other structures can be used to carry out the same or equivalent functions.

Due to the positioning of the hoist at the rear of the

₅ tractor, it would be very difficult for a truck operator to precisely position the fork blades 44A and 44B under the van section if the fork blades were rigidly attached to the fork blade support 50. Thus, it is preferred that the procedure previously described be adopted wherein the fork blades 44A and 44B are inserted under the floor of the van section to be moved and then bringing the tractor-mounted hoist into position. Preferably, fork blade receptacles

52A and 52B are fabricated large enough so that they present an easy target for the truck operator to maneuver _ the fork blades into. For example, the fork blade 5 receptacles may have a cross sectional area equal to a range from about two to about eight times larger than the cross sectional area of the' fork blades.

Incorporating oversized fork blade receptacles 52A and 52B into the fork blade support 50 is particularly important when the hoist is to be used on uneven or sloping terrain where precise positioning of the fork blade receptacles may be very difficult for a truck operator sitting in the tractor cab maneuvering the tractor backwards while looking in rear view mirrors. Thus, incorporating oversize blade receptacles 52A and 52B greatly facilitates efficient use of the hoist apparatus.

As represented in Figures 6 and 7, once the fork blade

44B has been properly positioned in the fork blade receptacle 52B, wedge 58B is also inserted into the fork 0 blade receptacle 52B on top of the fork blade 44B as indicated by the arrow E in Figure 6. The position of the fork blade 44B and a wedge 58B is adjusted until bores 60B provided in the wedge 44B, and bores 54 provided in the fork blade 44B, are in alignment with bores 56B provided in fork blade receptacle 52B. Once alignment is accomplished, a post 46B is inserted through all the bores and a retaining clip 48B is inserted as shown in Figure 7.

In the foregoing described fashion, a structure is provided which allows the fork blades to be easily positioned and held in position while the van section is lifted and moved. Moreover, due to the flexibility provided by incorporation of oversized fork blade receptacles, the fork blades may be positioned under a van section, and the van section lifted by the hoist, even on rough, uneven, or sloping terrain. The incorporation of such a lifting means structure provides great advantages over previously available devices.

As indicated previously, one of the great advantages of the present invention is that one or more of the van sections may be interconnected to form a continuous van body comprising two or more van sections. In addition to providing a continuous van body, the present invention provides a structurally strong trailer body and frame by attaching each van section to an adjacent van section and securing each van section to the trailer frame itself.

As mentioned previously, each van section may be equipped with either a rear roll-up door or a rear swinging door. It will be appreciated that when a roll-up door is used, positioning the door to the open van position leaves an unobstructed doorway and allows for a continuous van body to be formed. When swinging doors are used in each of the van sections, the configuration represented in Figures 8A and 8B is preferably used.

Represented in the top view of Figure 8A are three van sections 16, 18, and 20. The first van section 16 of the illustrated embodiment is provided with a sealed front wall 172 and sidewalls 160 and 166. If desired, front wall 172 may be provided with an aerodynamic shape or shroud to decrease wind resistance. Alternatively, as previously mentioned, if the first section is to be interchangeable --_ with all other van sections, it may be configured identically to van sections 18 and 20.

Preferably, the walls (160, 162, 164, 166, 168, and 170 as represented in Figure 8A) of each van section are ₅ fabricated from a rigid, strong material such that a minimum of internal frame members are required. Most desirably, it is preferred that the material from which the walls are fabricated be sufficiently strong such that internal frame members are required only in the interior ₁₀ corners of the van sections.

Also, it is preferred that the walls and swinging doors of the van sections are equipped with conventional sockets which receive restraining bars and cargo securing straps. The restraining bars may then be used, in _.,. cooperation with sheets of material such as plywood, to form shelves and dividers within the van sections.

Each van section 16, 18, and 20 is provided with a rear door 158, 154, and 150, respectively. Each of the rear doors is shown in a closed position at 150, 154, and 158, and in an open load position at 150A, 154A, and 158A. Thus, it can be seen that the rear door of each van section can seal the rear opening of the respective van section when in the closed position. Each rear swinging door may also be swung outward and against the outer wall of the van section to an open loading position as shown at 150A, 154A, and 158A. When in the open loading position, the swinging doors are completely out of the way during loading or unloading. Alternatively, the rear door may be a roll-up door to be described shortly.

In Figure 8A, van sections 18 and 20 are also provided with a forward door 156 and 152, respectively. Forward doors 156 and 152 are provided with a hinge which allows them to assume one of the two positions shown in Figure 8A, the open van position being shown at 152 and 156 with the closed position being shown at 152A and 156A. ■*_ Provided in Figure 8B is the same view provided in

Figure 8A, showing each of the swinging doors being configured in the open van position. As can be seen in Figure 8B, with all the doors properly positioned, the c continuous van body is formed which allows cargo to be placed anywhere from the forward end of the trailer to the rear end of the trailer using, for example, a fork lift. Also, large single pieces of freight may extend from one section to another. For example, an automobile, a large _Q roll of carpet, or a boat may be placed therein.

The double articulating hinge represented in Figures 8A and 8B is shown in greater detail in Figure 10A. Represented in Figure 10A is the corner frame member 200 to which is attached wall 166 and first hinge plate 210 by way _ς of screw 212. The double articulating hinge includes a first hinge plate 210, a second hinge plate 206, and a third hinge plate 208. The second hinge plate 206 is pivotally connected to the first and third hinge plates by pins 202 and 204, respectively. The third hinge plate 208 is attached to door 158 by screws 212.

As can be seen in Figure 10A at 158A, the structure of the double articulating hinge allows the door 158A to be folded back against the van section wall 166 to the open loading position.

Each door is also provided with a gasket, such as that indicated at 214 in Figure 10A, which preferably may be a neoprene rubber gasket which ensures that a secure seal against moisture and dirt is formed to protect the contents of the van section. As will be appreciated by examining Figure 10A and Figure 8A, the configuration of corner frame member 200 and the double articulating hinge allows the adjacent van section to structurally engage each other. Thus, a strong van body is formed. Furthermore, it should be appreciated that a door means utilizing the double articulating hinge may also be fabricated as the front door of the illustrated embodiments if desired. *L Figure 9A provides a vertical cross-section taken along line 9A-9A of Figure 8A. In the vertical cross- sectional view, the roof 174 of van section 16 and the roof 176 of van section 18 are shown being connected to frame 5 member 180 and frame member 184, respectively. It will be noted that the roof 174 and the frame member 184 are configured so as to overlap, thus increasing the structural integrity of the interconnected van sections and providing an improved weather seal. Moreover, a gasket 186 is πg included to prevent entry - of moisture and dirt. Still further, a water channel 182 is formed in the frame member 180 so as to divert any moisture which penetrates beyond the gasket 186 away from the contents of van section and to drain harmlessly to the outside of the van section.

,c Also represented in Figure 9A is a securing notch 188 extending from frame member 180. Also shown is the top portion of securing post 190. After the van sections are

. slid together on the trailer frame, a securing^"post 190 is pressed into the securing notch 188 preferably by a screw

_2Q apparatus which is illustrated in Figure 9B.

In Figure 9B, a securing post shaft 191 is provided with a foot 193 which is held captive in cap 195. The securing post shaft 191 is connected vertically to securing post 190 and, as the securing post shaft 191 is raised and

_ lowered, the securing post engages and disengages the securing notch 188.

As can be seen in Figure 9B, the cap 195 is attached to a threaded shaft 196 which is disposed through a threaded block 197. The threaded block 197 is attached to

_3Q the van section frame by way of bolts 198 so that as the threaded shaft is turned using a head 194 (also shown in Figure 14) the securing post engages or disengages the securing notch 188. As clearly shown in Figure 14, the bolts 198 are accessible from the underside of each van

35 section thus eliminating the need for a potentially dangerous ladder climb to operate the structure.

Provided in Figure 10B is a horizontal cross-sectional view taken along line 10B-10B of Figure 8A showing the corner frame member 220 of van section 18 as well as corner frame member 230 of van section 20. As can be seen in Figure 10B, a ridge 224 protrudes from frame member 220 and is received by channel 222 in frame member 230 to provide a rigid interconnection between the two van sections. Also represented in Figure 10B are swinging doors 152 and 154. In order to provide additional protection against entry of dirt and moisture, a gasket 228 is provided in association with the door 154 of van section 18.

Figures 11A-11D provide additional detail concerning additional embodiments of the present invention and the configuration of the front door which may be used in each van section and the structures associated therewith. As mentioned previously, the penetration of water and dirt into the van section through the front door must be carefully considered if the van section is to be placed at the front position on the trailer frame and subjected to wet and dirty conditions at highway speeds. Moreover, with the van sections being loaded by either professional movers or the customers themselves, the front door of the van section must be strong enough to resist deformation when the load shifts against it, particularly as may occur during an emergency stop. The structures represented in Figures 11A-11D meet the challenges raised by these concerns.

Shown in Figure 11A is a front door 231 which is provided with a hinge 241. The hinge 241 may be a cylindrical post attached to the end of the door and which may be attached to the van section frame in any one of many ways known to those skilled in the art. The front door swings between an open van position (as shown at 231A) and a closed position (as shown at 231) . Three front door brace bars 233 and a front door floor brace 234 are shown in Figure 11A in their storage position. Figure 11A also illustrates how van section frame members 232A-232D act as male and female components to interengage one another to r- form a rigid and strong body when attached together.

Figure 11B shows the structure of the front door floor brace 234 in greater detail. The front door floor brace 234 prevents the door from being opened when the van section is to be loaded individually. The right angle

,_Q portion of the front door floor brace 234 is placed at the intersection of the van section floor with the front door and locked into place by way of a "quick twist" bolt mechanism 238 which engages a fixture on frame member 235A and which locks into place with less than a 360° rotation

, _ according to designs known in the art. Also represented in Figure 11B are gaskets 237 and door seal 236 which further serve to prevent entry of water and dirt into the van section.

Figure 11C provides a representation of one of the front door brace bars 233 in its working position. Each of the front door brace bars fit through rings 240A and into recesses 24OB which are provided in van section frame members 235A and 235B. Each of the front door brace bars 233 may be installed or removed by lifting one end of the bar 233 through the ring 240A and placing, or removing, the other end of the bar 233 into, or from, the recess 240B.

A similar arrangement may be provided for bars 233 in their storage position shown in Figure 11A. As will be appreciated by examining Figures 11A and 11C, use of the front door brace bars 233 strengthens the front door 231 and will prevent its failure in the event of a shifting load during an emergency stop. Also shown in Figure 11C is a door support roller 239 which may preferably be included to remove some of the weight of the front door 231 from the hinge 241. -■_ Figure 11D is a cross-sectional top view of the front door 231 and the structures associated therewith. In keeping with the objective of keeping the interior each van section secured from the surrounding environment, ₅ additional gaskets, indicated at 237, are represented on the several of the structures shown in Figure 11D.

As mentioned previously, the embodiments of the present invention may incorporate swinging doors or roll- up doors depending upon the particular application intended _ιn for the embodiment. For example, swinging rear doors, while generally sturdier and providing a better seal against moisture and dirt, also present the hazard of allowing the contents of the van section to uncontrollably come tumbling out once the door is unlatched. Thus, it may

1 .5_ be preferable to equip van sections which are loaded by inexperienced individuals loading their own personal and household belongings with roll-up doors. In this way, the

. hazard of injury caused by poorly packed items uncontrollably tumbling out once a swinging door is

„„ unlatched can be avoided. 20

While roll-up doors provide the advantage of safer operation for inexperienced users of the van sections, it is a well-known attribute of commonly available roll-up doors that if the roll-up doors are left in the up position for any length of time while the trailer is in motion, the 5 rollers on the roll-up door will soon be destroyed. This is due to the characteristic that the rollers are supported only on one of their ends. Importantly, represented in

Figures 12 and 13 is a presently preferred embodiment of a roll-up door which is particularly adapted for use in the van sections described herein and which routinely may be left in the up position while the trailer is moved about without causing any damage to the door or to the door rollers.

As represented in Figure 12, the roll-up door, one section of which is represented at 250, is shown in cross- -, section in relation to the van section wall 246 and the van section roof 248. The roll-up door used in the embodiment represented in Figures 12 and 13 may be one of the many which are commonly available in the art. Such doors _π comprise a plurality of- door sections as well as a plurality of rollers, one of which is shown at 254, which roll up and down on a track 252. In the open position, the door sections are virtually horizontal and parallel to the roof of the van section as shown in Figures 12 and 13.

Each roll-up door section is provided with at least one roller 254 on each of its ends. The roller 254 is held in place by one end thereof on the door section by brackets such as that illustrated at 256 in Figure 12. However the bracket 256 and the roller 254 are not sufficiently strong to routinely support the weight of the door section 250 when the trailer is in motion. When the vehicle is in motion, the jostling of the door sections causes a rapid failure of the bracket and the roller.

In order to economically allow use of roll-up doors in embodiments of the present invention disclosed herein, a supplemental door support roller 258 holds up each door section 250 as shown in Figures 12 and 13. The plurality of supplemental door support rollers is readily installed using a bracket 260 fabricated for this purpose. By supporting each supplemental door support roller on both of its ends, the door support rollers may readily support the weight of the door sections, even when they are jostled about.

Thus, it will be appreciated that the inclusion of the supplemental door support rollers 258 allows the weight of the door sections to be supported by the supplemental rollers and thus prevent damage to the roll-up doors while traveling on a highway. Using the roll-up door embodiments represented in Figures 12 and 13, either roll-up or swinging doors, or a combination of both, may be readily incorporated into embodiments of the present invention as the need arises. Moreover, the supplemental door support rollers described herein have application in all aspects of the trucking industry where roll-up doors are used.

Still further, as an alternative to the structure represented in Figures 12 and 13, the door support rollers may be directly mounted to the door sections 250 and the bracket 260 may comprise a flat, planar surface upon which the support rollers rest. Those skilled in the art will readily be able to fabricate roller structures which can be mounted directly on each door section and which transfer the weight of the door section to the support bracket when the roll-up door is in the up position.

As is explained earlier in connection with Figures 8A- 11, the upper corners of each van section are attached to the adjacent van section in order to form a strong and rigid van body. The lower portions of each van section are also secured to one another and to the trailer frame as will be explained in connection with Figures 14-17.

Figure 14 is an elevational view of the rear door of a van section and a cross-sectional view of trailer frame members 28A and 28B. Shown in Figure 14 are positioners 38 provided on each of the trailer frame members as well as supports 80 provided on the bottom of each van section. Also represented in Figures 14 and 15 is the lower van section interconnecting assembly which includes bracket 270 which retains shaft 272 captive. When it is desired to join the lower portions of van sections together, shaft 272 is swung into position, as represented at 272A, and nut 274 is tightened against bracket 276. Thus, using the structures represented in Figure 15 the lower portions of two van sections may be securely held together. It will be appreciated that the structures represented in Figures 11 and 15 comprise one means for interconnecting the van sections.

Represented in Figures 16 and 17 are structures which are used to secure the van sections to the trailer frame ■-_ members and serve as one possible securing means for securing the van sections to the trailer frame. Represented in Figure 16 is a vertical cross-sectional view through two van sections. The floors 284 and 286 which are c supported by frame members 280 and 282, are positioned, and frame members 280 and 282 are formed, so that their interengaging surfaces allow the two van sections to lend structural stability and rigidity to each other.

Moreover, the floors of the two van sections have a ₀ virtually uniform height. Thus, when the embodiments described herein are interconnected as a continuous van body the entire interior volume of the van may be used without restriction. Furthermore, having a virtually uniform floor height throughout all the van sections ₅ facilitates use of devices such as hand trucks and forklifts inside the van sections.

The van sections may be secured to trailer frame members, for example trailer frame member 28B, by use of the structure represented in Figure 16. Represented in Figure 16 is a hold-down plate 290 which is biased by a spring 294 and allowed to slide horizontally by bolts 292. One of support member I-beams 78 is provided with a hold- down wedge 288 which is engaged by the hold-down plate 290. Since the hold-down plate 290 is biased by spring 294, as the van sections are vibrated as they travel down the highway, the contact between the hold-down plate 290 and hold-down wedge 288 becomes tighter during use. Preferably, a plurality of hold-down plates 290 and their associated structures are used with each van section.

The structure represented in Figure 17 is used to secure the rear end of the last van section to the frame members and may also be used to secure the corners of each van section to the trailer frame. As shown in Figure 17, hooked shaft 40B engages a hook 296 provided on the van section support member 78. The hooked shaft 40B is connected to the trailer frame member 28B by way of a plate 2 300 which is connected to the trailer frame member 28B by a hinge 302. One end of the hooked shaft 40B is threaded and inserted through a bore provided in the plate 300. A wing nut 304 is tightened to exert the proper amount of 5 downward force on the hooked shaft 40B and the van section. In addition to, or as an alternative to, the previously described structures, bolts and nuts may be used as means to secure the van sections to the trailer frame.

As mentioned previously, it may be desirable to

,_Q include more than three van sections on a single trailer frame. Thus, the embodiment represented in Figure 18 is provided with an extensible trailer frame upon which between three and five van sections may be included. Furthermore, those familiar with the industry will

,c appreciate that various governmental regulations, as well as practical considerations, place different limits on the maximum length of a semitrailer from one locality to the next. Also, while it may be impossible to maneuver the fully extended trailer in some locations, it may be very _ possible to maneuver the same trailer shortened to accommodate only three van sections in the same location. Moreover, shorter trailers can often be conveniently parked in driveways and parking lots.

Illustrated in Figure 18 at bracket 12 is a tractor equipped with a hoist 14 shown in its transport position. The extensible trailer, designated by bracket 320, includes frame members 322, 324, and 326. Frame members 324 and 326 are provided with removable positioners 38 in order to allow retraction of these frame members. Because of the potential length of extensible trailer frame 320, two wheel and suspension assemblies 320 and 330 are provided.

As shown in Figure 19, wheel and suspension assembly

320 may be repositioned or removed from frame members 326.

In order to facilitate smooth extension and retraction of

J _5_ the frame members, roller bearings, as represented in

Figure 20 at 332, are provided. Once the extensible frame 1 has been^"extended.or retracted to the proper length, bolts and nuts, generally indicated at 334 in Figure 21, are used to lock the frame in the proper position. It will be appreciated that support members 336 and the various means 5 used to secure the van sections to the trailer from 320 may be designed to be moved from position to position on the trailer frame to accommodate a varying number of van sections.

In many cases, it would be advantageous to be able to

"LO deliver one or more van sections using a smaller, less expensive truck or trailer. For example, in locations where loading and unloading space is extremely limited, the arrangement illustrated in Figure 22 may be used. Since each van section 18 and 20 forms a compartment wherein the

^5 contents thereof are secure and safe from theft, dirt, and moisture, the van sections may be transported individually.

As shown in Figure 22, a flatbed truck 350 and trailer

352 arrangement may be readily adapted for transporting the van sections for short trips. For example, the arrangement

2_Q represented in Figure 22 may be dispatched to one or more loading locations where the van sections are loaded. Once loaded, the van sections may later be returned to a central terminal where they may be secured to a semitrailer frame, such as represented in Figures 1-17, in preparation for a

_2g long-haul trip.

Preferably, both the truck 350 and trailer 352 are provided with a ramp 354. The ramp 354 is shown in the up position in Figure 23A and in the down position in Figure 23B. The ramp facilitates loading each individual van

_ section. It is also preferred that both the truck 350 and the trailer 352 be provided with a hitch, as generally designated 358 in Figure 23B, to allow additional trailers to be pulled. Furthermore, when the hitch is not in use it is preferred that a cover for the recessed hitch 358 be provided such as doors 356 shown in Figure 23A. Trailer 352 may be provided with both electric and air braking ₁ systems to allow it to be used with towing vehicles which include either type of braking system.

It will be appreciated that in some cases it is convenient to tow the trailer 352 behind a tractor which is

_ equipped with a fifth wheel hitch. Alternatively, in other cases it is convenient to tow the trailer 352 behind a light truck, such as a pick-up truck, having a hitch ball mounted at bumper level. In order to allow the trailer 352 to be towed using either hitching arrangement, a hitch adapter, generally designated at 360 in Figure 23C, is preferably provided.

As will be appreciated by reference to Figure 23D, the hitching adapter 360 is mounted to the end of the "goose neck" extension 362 of the trailer which is provided with a king pin, generally designated at 364. A plate 366 to which the king pin 364 is attached is provided with a recess 367 to receive the hitching extension structures when not needed which would otherwise interfere with the operation of the fifth wheel hitch. Thus, the hitching extension structures may be routinely installed on a trailer and the trailer still be ready to be hitched to either a fifth wheel hitch or to a bumper mounted ball hitch.

In the presently preferred embodiment of the hitching extension apparatus, a cylindrical tube 370 is attached perpendicularly to the upper surface of plate 366. The cylindrical tube 370 is provided with a bore 374 longitudinally provided therethrough.

An extension leg 368 is fitted within the cylindrical tube 370 such that it can be inserted into and withdrawn from the cylindrical tube 370. A series of spaced apart bores 372 are provided laterally through the extension leg

368. To fix the extension leg 368 in position, a pin 376 is inserted through the bore 374 provided in the cylindrical tube and through one of the bores 372 provided in the extension leg 368. In this way, the elongation of 1 the extension leg can be adjusted and the extension leg 368 can be positioned out of the way or adjusted to any hitch height.

When the hitching adapter 360 is not needed, the

^" ₅ extension leg 368 is retracted to its uppermost position such that the structures located at the bottom of the extension leg 368 are received into the recess 367. Thus, when the extension leg is retracted to its uppermost position it does not interfere with the operation of the ₀ fifth wheel hitch.

Provided within the lower end of extension leg 368 are structures which receive the hitch ball 398. In order to lock the hitching adapter 360 to hitch ball 398, a fixed plate 386 and a pivoting plate 382 are provided at the ₅ bottom end of the extension leg 368. The pivoting plate 382 is attached to the fixed plate 386 by a bolt indicated 384. After the hitch ball 398 has been received into the lower end of the extension leg 368, the pivoting plate is pivoted to the side, as shown by the directional arrows, ₀ thus locking the hitching ball into the lower end of the extension leg 368.

The pivoting plate 382 may be pivoted to either side and secured into place by rod 392 which engages one of the bores 396 provided in the pivoting plate 382. The rod 392 is biased towards one of the bores 396 by a spring 394 and is held in place by guide 388. A handle 390 attached to the rod 392 facilitates movement of the rod.

It will be appreciated that the illustrated structure is merely exemplary of the structures which could serve as the hitch extension of the present invention. Many components, other than those specifically illustrated, which serve similar or equivalent functions, can form an apparatus to allow a trailer to be conveniently hitched to either a fifth wheel hitching arrangement or to a hitching ball mounted either at bumper height or some other height within the scope of the present invention. ■-_ Advantageously, the inventive concepts of the present invention may be readily adapted to allow moving and storage businesses in small municipalities to utilize the van sections described herein. Since the volume of long¬ er haul moving in a small municipality is low, the cost of owning and maintaining a semitrailer and tractor equipped according to the present invention may be too great to justify. A small local moving and storage business can, however, easily justify the cost of acquiring and maintaining one or two van sections such as described herein.

Since a small moving and storage business may hesitate to make the investment in the truck 350 and trailer 352 illustrated in Figure 22, it is readily possible to adapt van trucks which are generally already owned and used by small moving and storage companies to the present invention as will be described in connection with Figures 22-25. Illustrated in Figure 24 is a tractor 400 Used to pull semitrailers on local trips. The tractor 400 has been equipped with support members 404 upon which a single van section, represented at 402, may be placed. Tractor 400 is also preferably provided with a supplemental hitch 406 to pull a trailer such as trailer 352 represented in Figure 22. Represented in Figure 25 is a van truck 420 which is often equipped with a conventional van body. The van truck 420 in Figure 25 is provided with cross support members or bolsters 426 upon which two van sections, represented at 424 and 422, can rest. Also, the van truck body generally owned by a small moving and storage company which fits onto the van truck 420 can be modified to roll off from, and roll on, the truck frame. It will be appreciated that securing and attaching structures such as those described previously herein can preferably be added. Furthermore, with the addition of a ramp, the van sections secured on trucks 400 and 420 may be loaded at a residence and 2 returned to the central terminal. There the van sections may be rolled off the truck onto storage stands (as shown in Figure 26) and the van truck body rolled back onto its own frame. 5 Upon arrival of a tractor and trailer (as shown in Figure 1) which is making a long trip, the van sections can be transferred thereto as described previously or rolled on or off using the winches 462 as shown in Figure 26. Moreover, the trucks represented in Figures 24 and 25 are

,_Q usually already owned by most moving and storage businesses, and in the case of the truck represented in Figure 25, the two van sections may be interconnected as a continuous van body and the truck used as in a conventional manner from day to day.

,_g If the van sections of the present invention are to be used by a local moving and storage business, but additional flexibility is desired, the embodiment represented in Figure 26 may be utilized.

Figure 26 provides a perspective view of a tractor

_ hitched to an extensible trailer frame according to the present invention. Also represented is a van section stand 450 including a plurality of stand frames 452A-452C. Each stand frame 452A-452C is able to support one van section of the present invention when the van section is not secured to a trailer frame or truck. Each stand frame 452A-452C rests on four foot pads 456. Each corner of the stand frame 452A-452C is provided with a hydraulic jack 454A-454C which is adapted to raise or lower the frame to match the height of the truck or trailer.

Using the structures represented in Figure 26, van sections (represented at 16, 18, and 20) may be slid between the bolsters 426 provided on a truck or trailer frame and the stand frames 452A-452C. Rollers 458A-458C may preferably be provided to ease the sliding movement of the van sections. Also, several winch assemblies 460 may be included to pull the van sections onto the trailer frame or the stand frame.

As represented in Figure 26, each winch assembly includes a motor, transmission, and reel mechanism 462 r- which is mounted on a winch support arm 464. Each support arm may be received by a support member on the trailer frame and the members of stand frames. Thus, the winch assemblies may be moved to any position needed but also be securely held during use. Also shown in Figure 26 is what is commonly referred to in the trucking industry as a converter gear 470. Such a converter gear is commonly used in the industry to make the second semitrailer in a "train" into a full trailer. The converter gear 470 attaches to the pintle hook on the rear of the extensible frame by way of arms 472 and to the extensible frame itself to support the most rearward portion of the extensible frame. The converter gear 470

. may be used as an alternative to the wheel and suspension assembly 330 represented in Figure 18. The converter gear 470 provides the additional tandem axle needed to support the additional weight when five van sections are secured to the extensible frame.

As mentioned previously, it is generally the case that moving household belongings requires the construction of partition walls and shelf decks within a cargo holding section. Trucks and trailers adapted for hauling commercial freight are generally not provided with the materials necessary to construct decks and partitions. If freight hauling trucks and trailers are equipped with partition and deck building materials, the materials often take up valuable cargo space.

In the case of trucks and trailers adapted to haul household belongings, the materials used to construct decks and partitions are usually stored in a haphazard fashion in specially constructed pods attached to the trailer frame under the cargo hauling section. Thus, previously available freight_.hauling trucks and trailers were not, or were inefficiently, adapted to haul household belongings. Moreover, previously available trucks and trailers, even those specifically designed to haul household belongings, did not allow for efficient building of decks and partitions. Still further, prior to the advent of the present invention, there was no truck or trailer available in the art which was adapted to efficiently haul both commercial freight and household belongings. Illustrated in Figure 27 is a top plan view of three van sections, also referred to as cargo compartments (502, 504, and 506) , generally constructed in accordance with the previously provided disclosure. The three illustrated van sections are attached to a trailer frame (only partially shown at 28) also fabricated as generally explained earlier. Each of the van sections are provided with a removable front wall (514A-514C) which will be described shortly, two side walls (510A-510C and 512A-512C) and a roll-up rear door (516A-516C) . The forward van section 502 is, in the illustrated embodiment, also provided with a side door 508.

All of the van sections (502, 504, and 506) are each individually securable and weather proof. The van sections can be removed from the trailer frame, left at a loading or unloading location, and attached to the same or a different trailer frame as has been previously described. All of the van sections may also be interconnected to form a continuous van body comprising two or more van sections.

In the preferred embodiments described herein, each of the individual van sections provides a substantial amount of cargo space, often more than a single customer may need. Thus, the present invention provides that removable partition walls, one of which is generally designated at 518, may be constructed within any of the van sections to divide the van sections into two, or possibly more, cargo hauling sections. l The removable partition walls and the removable shelf decks to be described herein have application in both the van sections of the present invention and in other cargo holding sections. Such cargo holding sections, as the term 5 is used herein, include the cargo containing or holding portions of a wide variety of transportation equipment including, for example, trucks, trailers, rolling stock, and containerized vehicles.

Referring next to Figure 28, a partially cut away ₁₀ perspective view of the right side interior of two of the van sections (502 and 504) is provided. In the forward van section a shelf deck, hereinafter referred to as a "shelf" or "deck," has been constructed. In the second or middle van section, a partition wall, hereinafter referred to as *L5 a "wall" or "partition," has been constructed.

It should be appreciated that the decks and partitions illustrated herein may be constructed in any of several locations within the van sections. Moreover, both a deck and a partition may be constructed in a single van section.

20

As illustrated in Figure 28, each van section is provided with a roof, e.g.. 520A and 520B, and a floor, e.g.. 522A and 522B, in accordance with the earlier provided description. Both of the illustrated van sections

25 are provided with roll-up rear doors comprising roll-up door panels, some of which are indicated at 524, which ride on tracks indicated at 526. When the roll-up doors are in the up or open position, the door panels 524 are supported by a plurality of supplemental door support rollers

30 attached to door support brackets 572.

The forward and middle van sections represented in

Figure 28 are shown having a removable front door in place comprising a plurality of door panels, also referred to as door units, 528 extending from one vertical corner frame

-j. member, e.g.. 544A, to the opposing vertical corner frame -_j_ member, not shown in Figure 28, and from the header 529 to the floor 522A of the van section.

As represented in Figure 28, the door panels 528 are held in place by floor L bracket 582 and horizontal cross 5 bars 530 as well as other structures to be described in detail later in this disclosure. Each of the cross bars 530 are provided with a strip of resilient cushion 558, as are many of the interior surfaces of the van sections, to prevent damage to articles transported therein. As will be

₁₀ explained later, the door panels can be used to construct a partition within the van section if they are not used to from a front door.

As shown in Figure 28, the visible van section walls comprise a plurality of vertical studs, some of which are

,c indicated at 534, to which an outer wall, indicated at 532, of the van sections is attached. A kick plate 540 is provided along the lower portion of the walls to prevent damage to the studs and to protect the outer wall from impacts as the van sections are loaded and unloaded. _ As will be explained in detail, the present invention provides that the decks and partitions which are constructed within the van sections can be built from components which are stored in each of the van sections without consuming valuable cargo space. In the illustrated

- embodiments, the components used to construct the decks and partitions are stored between and within the width of the vertical studs (650 in Figure 37) while the door panels are stored horizontally between the stringers 536 attached to the vertical studs 534, as shown in the case of door panels 528 indicated in Figure 28. Thus, by storing the pertinent structures integrally with the walls of the van section, the deck and partition building components do not protrude into the cargo space and, in the illustrated embodiment, form a relatively smooth interior wall.

The deck represented in the van section illustrated in Figure 28 comprises a plurality of planar units indicated at 570 which may be used to construct a deck such as that formed in one van section or a partition as that formed in the other van section. Preferably, each of the planar units, whether used to construct a deck or a partition, is identical. The planar units may be formed differently than shown herein if it is desired to have deck units different than partition units. The planar units are preferably fabricated from a lightweight metal or a plastic or composite material. It is to be appreciated that the planar units may be of dissimilar structure or of different structure from that shown herein and still come within the scope of the present invention. Importantly, the planar units, and all of the structures of the present invention, should be fabricated to be as light as possible, while still retaining adequate strength, to allow the most freight and household belongings to be transported without exceeding weight limitations. Those having skill in the pertinent arts will be able to readily fabricate the planar units and other described structures using the disclosure provided herein.

To form a deck, the planar units 570 are supported on one of a plurality of stringers 536 which are attached to the vertical studs 534. Each of the stringers 536 are provided with a plurality of notches into which the legs of the preferred planar units 570 are inserted and slidably held in place. The structures provided on the left van section wall used to support the other end of the planar units will be described later in connection with Figure 37. The planar units 570 are also used to construct partitions such as the partition 518 illustrated in Figure 28 and generally designated 518. As can be seen in Figure 28, the planar units 570 are oriented vertically to form a partition within a van section. Additional information regarding the structures used to hold the front door panels 528 and decks and partitions in place will be provided later. 1 Two door panels 528 are shown in the second van section in their storage position. As can be observed in Figure 28, and as will be explained in more detail shortly, means is provided to store the door panels 528 horizontally

^■ 5 between the stringers 536 and such that they do not protrude substantially beyond the stringers 536 into the cargo holding space of the van section (see Figures 35 and 36) . When the door panels are stored within the width of the wall of the van section, they do not consume the

*L_Q valuable cargo space of the van section and form a substantially smooth interior wall.

As shown in both Figures 27 and 28, a side door 508 is provided on the front van section, and if desired, may be provided on the other van sections. In order to construct

*5 a deck at the location of a side door, a door spanner 560 is provided as represented in Figure 29. The door spanner 560 provides support for one end of the planar units as shown in Figure 30.

The door spanner 560 is provided with two fixed pins

2o 564 which are received into the corresponding pairs of receptacles 562 which are illustrated in Figure 29. The door spanner is also provided with a moving pin 568, shown in Figure 30 in its extended position at 568A, which engages one of the receptacles 563. A recess 566 is

₂₅ provided on the surface of the door spanner 560 to allow unrestricted operation of the moving pin 568. The door spanner 560 is dimensioned such that the side door 508 opens and closes freely with the door spanner 560 in place. In order to accommodate the door spanner, the vertical

_₀ studs 534A included in the side door 508 are approximately one-half the thickness of the vertical studs 534 comprising the right wall of the van section.

Figure 30 shows the planar units 570 are received in notches 537 and are held in place so that the planar units

₃₅ are allowed to slide longitudinally therein. By positioning the door spanner 560 within the door way, a deck can be constructed without interruption in a van section as represented in the first van section shown in

Figure 28. It can also be observed in the figures that the when a deck is constructed, the planar units are desirably

₅ spaced apart to allow ventilation therebetween.

Referring next to Figure 31, a partially cut away perspective view of the side door 508, the door spanner 560, and the front door panels 528 in place on the first van section, is provided. In the cut away portion of

_1Q Figure 31, the half thickness studs 534A and the outer wall 532A of the side door 508 can be seen. Also illustrated in Figure 31 is a hinge 576 which connects the side door 508 to the van section and a kick plate 540A attached to the lower portion of the side door 508. _ις Still referring to Figure 31, a support member I-beam

578 is shown with a frame member threshold 580 attached thereto. Between the bottom door panel 528 and the threshold 580 a resilient gasket 590 is placed to prevent penetration of moisture and dirt into the interior of the van section. A resilient flap 588 is also attached to the outside lower edge of the bottom door panel to additionally ensure against entry of contaminants.

A front door panel L bracket 582 is also illustrated in Figure 31. The front door panel L bracket 582 functions to hold the bottom door panel in place. The attaching of each of the horizontal cross bars 530 to a door panel by way of a bolt 584 and nut 586 is also illustrated in Figure

31. The interengaging of the ship lap joint formed on the front door panels (shown best in Figure 36 at 538) and the gasket placed therein is also represented in the cut away view of Figure 31. The U bracket 592 which holds a first end of the front door panels in place is shown attached to the vertical corner frame member 544A.

Referring next to Figure 32, the upper portion of the

U bracket 592 is shown as it is received into a header 529 5 comprising part of the van section frame. The U bracket is 1 biased downward while in position by a block of resilient material represented at 596.

Referring next to Figure 33, the U bracket 592 is shown being placed in position. As shown by the 5 directional arrow, the U bracket 592 is received into a receptacle 594 formed in the header 529. A plurality of diagonal pins (one of which is shown at 598) protrude from the back of the U bracket 592 through a resilient gasket 602. When the U bracket 592 is installed, the diagonal

₁₀ pins 598 are received into their respective bores provided in vertical corner frame member 544A (one of the bores being represented at 600) . Once in place, the U bracket 592 is kept in place by the cooperation of the diagonal pins 598, bores 600, and the downward pressure of the block

₁₅ of resilient material 596..

Once the U bracket 592 is installed, the front door panels 529 are inserted therein as shown in Figure 32. The gasket 604 provided on inner surface of the U bracket 592 securely holds the door panels 529 in place and prevents

_ the entry of water and other contaminants through the U bracket and door panel interface.

A vertical cross sectional view of the front door panels, and the structures used to hold the same in place, is provided in Figure 34. The U bracket 592 with gaskets 604 and 602 is illustrated as being installed on the vertical corner frame member 544A. A gasket 546, which is attached to the vertical corner frame member 544A, is also represented. The U bracket firmly holds a first end of the front door panels 528 in place.

_- A second end of the front door panels 528 is illustrated in Figure 34 as is the bolt 584. The second end of the front door panels is held in place by two L brackets, each identified in Figure 34 at 606. Each of the L brackets 606 are provided with a plurality of diagonal pins, such as those shown at 608, which protrude through gasket 611 and are received into bores 609 provided in l another vertical frame corner member 544B in a fashion similar to that described in connection with the vertical frame member 544A and the U bracket 592. Each of the L brackets 606 are provided with an inner gasket 607 which 5 functions to cushion either the front door panels 528 and cross bars 530 as they are held in place.

Continuing to refer to Figure 34, with both L brackets 606 and the cross bar 530 installed, the front door panel 528 is securely held in place. The cross bar 530 is o installed by inserting fixed pin 610 into the bore 618 provided in the adjacent the L bracket 606. A plurality of bolts, such as bolt 584, is inserted through bores provided in both the cross bar 530 and the door panel 528 and secured in place by nuts 586. The remaining end of the 5 cross bar 530 is provided with a movable pin 531 held in place by bracket 533. The movable pin is retracted while the cross bar is being installed and is extended into bore 616, provided in vertical corner frame member 544A, in order to secure the cross bar into place. o As can be observed in Figure 34, the cross bars 530 are formed so that they fit tightly against the structures of the door panel 528 and the structures associated therewith. Using the described structure for the front doors of the van sections provides that the front doors are securely held in place and prevent contaminants from entering the interior of the van section.

The door panels of the illustrated embodiment allow a front door to be readily constructed in any of the van sections. If it is desired to interconnect any or all of the van sections, the door panels may be efficiently removed from a van section. When the door panels are not being used, they are stored in the wall space of the van section.

Figure 35 is a horizontal cross sectional view of a door panel 528 stored within the width of the right wall of the van section. The cross sectional shape of a rear 1 vertical corner frame member 542A is shown in Figure 35. The cross sectional shape of a front vertical corner frame member 544A is also represented in Figure 35. The two vertical corner frame members are shown interengaging as 5 they are when secured together on a trailer frame. A gasket 546 is placed between the two vertical corner frame members.

Also is illustrated in Figure 35 is a roll-up door panel 524 with a roller 525 and the associated roll-up door

10 track 526. A resilient gasket 548 is preferably mounted to a stud 534 adjacent to the roll-up door panels when in the closed position. The outer wall 532 of the van section is also represented in Figure 35.

The front door panel 528 represented in Figure 35 is

,_e shown in its stored position between two stringers (not shown in the figure) and within the width of the van section right wall. The movable pin 550 is held by a bracket 552. When the movable pin 550 is retracted, the door panel 528 can be placed between the horizontally

_2Q oriented stringers 536 which are attached to the vertical studs 534. The door panel 528 is held in its stored position by extending movable pin 550 into a bore 556 formed in a stud 534.

Referring next to Figure 36, the vertical cross sectional shape of door panel 528 can be seen with the ship lap joints indicated at 538. The view provided in Figure 36 shows how the door panels substantially do not protrude into the cargo space of the van section when stored within the side wall structures of the van section.

Figure 37 provides a perspective view of another van section. The view of Figure 37 shows the left interior side of the van section. The illustrated van section includes a front door comprising a plurality of door panels 528. A roll-up door including a plurality of roll-up door panels 524 riding on a track 526 and, in Figure 37, the roll-up door panels 524 are supported by door support 1 bracket 572 which includes a plurality of door support rollers.

Also represented in Figure 37 is a partition which has been constructed of planar units to divide the van section

5 into two separate cargo holding sections. When such a partition is constructed, each of the formed cargo holding sections may be used by individual customers.

In the illustrated embodiment, the planar units 570 are all identical and are used to construct both decks and

₁₀ partitions. To form a partition, the planar units 570 are hung from a partition hanger 630 by pins 638 provided on the partition hanger 630. The pins 638 engage a corresponding pair of holes 636 provided in at least one end of the planar units 570.

₁₅ The partition hanger 630 is attached to a crown plate

628 by way of bolts or some other connectors which engage the bores indicated at 640. The bores 640 are spaced to properly align the partition with a vertical stud 650. As can be seen in Figure 37, the partition can be constructed

_ at any one of several suitable locations.

The planar units 570 which are hung from the partition hanger 630 are secured to the floor of the van section by two floor brackets 622 which are preferably held in place by bolts (one of which is shown at 624) connected to the kick plate 626 and may similarly be connected to the kick plate provided on the opposing side of the van section.

Other bores 627 are provided on the kick plate 626 to allow the floor bracket to be positioned at other appropriate locations.

As further represented in Figure 37, in order to strengthen the partition, several cross members 620 are installed on both sides of the partition. The cross members 620 are held in place using a movable pin 612, which is located on the end of each cross member 620 by use

__ of a bracket 614. The movable pins 612 are received by 35 bores (632, 632A, 632B, and 632C) provided in various structures.

Bores 632 are provided at properly spaced intervals on the vertical studs 650. Bores 632A are provided on the planar members. Bores 632A can be used when a planar member is being stored at a position where a partition wall is to be constructed. Bores 632B are provided on a stud spanner 642. Several stud spanners are preferably provided, one for each cross member 620. Suitable connecting points for attaching the stud spanner 642 are preferably provided in the vertical studs 650 at appropriate intervals. The cross members 620 are secured to the right interior side of the van section using a similar movable or a fixed pin arrangement which engage bores 632C provided in stringers 536 (see Figure 28) .

The partition formed in the interior of the van section may be constructed at any one of several positions within the van section. It is, however, unlikely that less than a quarter of a van section would be desired so the structures necessary to construct a partition need not be formed in the last quarter end segments of the van section. Alternatively, it may be desirable to form all of the vertical studs 650 (and stringers 536 shown in Figure 28) identically to one another rather than leave off some structures on some of the vertical studs 650. Moreover, as will be explained shortly, the door panels 528 and the cross bars 530 can be used to construct a partition if they are not needed to build a front door.

As represented in Figure 37, a deck, to be used as a shelf, may also be formed within the van section interior using the planar units 570. As can be observed in Figure 37, a plurality of deck support brackets 646 are attached to the inner surface of the van section left outer wall 648 between the vertical studs 650 (see Figure 34) .

The deck support brackets 646 function to hold the planar units 570 in place at predetermined locations when the planar units are used to construct a deck. When the planar units are not in use they, and other deck and partition components, are stored within the thickness of the studs 650. Referring next to Figure 38, the cross sectional shape of the deck support bracket 646 can be observed. A pin 647 is provided on the deck support bracket 646. The pin 647 engages one of the holes 636 provided on the end of the planar unit 570. By securing only one end of the planar units 570 using a pin and hole arrangement, and merely resting the remaining end of the planar unit in notches

(537 provided in the stringers 536 shown in Figure 28) the side walls of the van sections are allowed to flex inward and outward without placing any undue strain on the deck support brackets 646. The side walls of the van sections flex slightly outward as heavy loads apply pressure to the van section walls, especially as the loads settle and shift against the walls during transit.

Referring again to Figure 37, the configuration of the upper surface of the planar units 570 can be seen. The upper surface of the planar units include finger holes 634 to facilitate handling of the planar units. The planar units 570 also include bores 632A to allow cross bars 530 and cross members 620 to be secured at various positions across the van section. As mentioned, the door panels 528 and cross bars 530 can be used to construct a front door, or if a front door is not needed, a partition within the van section. Thus, if a front door is not needed on a van section, the door panels 528 can be used to construct a partition and the remaining additional planar members used to construct additional deck surface.

When not in use, the planar units 570, as well as the cross bars 530, cross members 620, and other associated structures, are stored within the width of the left wall of the van section as will be explained shortly in connection with Figure 39. As represented in Figure 37, the length of the planar units .570, and the dimensions of the crown member 628 provide that a space exists between the end of the planar unit 570 and the roof of the van section when the planar unit 570 is stored in a vertical orientation. 5 Thus, the planar units 570 are retained within the van section wall space by the cooperation of the crown member 628 and the kick plate 626. To remove a planar unit from its storage position, it is lifted upward into the space provided between the end of the planar unit 570 and the

_1Q roof of the van section and the other end of the planar unit is lifted up and over the kick plate 626.

One possible arrangement for storing the cross members 620, the planar units 570, the U bracket 592, and the L brackets 606 within the width of the left van section wall

,_ς is illustrated in the cross sectional view of Figure 39.

The space available for storing the various deck and partition components, i.e. , the distance between the outer wall 648 of the van section and the kick plate 626, is sufficient to hold the pertinent components represented

„20_Λ herein.

Figure 40 provides a view of another preferred planar unit 570A which includes an additional downward extending middle leg 570B which is included to increase the longitudinal strength of the planar unit. Also represented in Figure 40 is another preferred stringer 536A which is provided with additional notches 537A to receive the middle leg 570B. A cushion strip 558 is shown on the stringer 536A as it is on other interior structures of the van section.

Figure 41 is a perspective view of a van section adapter 700 which allows a van section having an eight and one-half foot width (such as that represented at 502A) to be interconnect with a van section 504A having a narrower width (such as eight feet) . Regulations, both those imposed by government and industry, often limit the width of van j5 sections, trailers, and vehicles to eight feet. The van section adapter 700 is preferably bolted to the van section

502A with bolts such as those represented at 708.

The cross sectional view of Figure 42 shows the shape of van section adapter 700 and its relationship with van section corner frame members 710 and 702 and the outer walls 704 of the respective van sections. A plurality of gaskets 706 act as cushions and seals for the interengaging of the two van sections.

Referring next to Figure 43, a containerized shipping

-._Q adapter is illustrated. It is common to transport large containers of freight by way of ship, truck, and train.

The ocean going containers must be of standard width and length. In order to allow the van sections fabricated in accordance with the present invention to be shipped with

₁₅ ocean going containerized freight, a containerized shipping adapter is provided to allow two or more van sections 502A and 502B to be lifted, stacked, and otherwise transported as standard containers of freight.

The containerized shipping adapter includes two end

₂₀ frames 724 and interconnecting members 722. The end frames

724 are adapted to allow lifting of the entire assembly as is commonly done when transferring one the shipping containers from one mode of transportation to another. The containerized shipping adapter 720 allows two or more van

__ sections of the present invention to be shipped the same as 25 other containerized shipments, for example overseas, while still retaining the numerous advantageous features of the present invention.

As will be appreciated from the foregoing, the present invention provides advantages not heretofore available in the industry. The present invention greatly facilitates the process of moving household belongings by allowing a van section to be left at a residence and loaded at a time convenient to the customer. The van section may be left on the ground adjacent the residence or may be left on a trailer adapted for carrying a single van section. Thus, 1 a long-haul tractor and semitrailer rig need not be detained at the residence while a trailer is loaded allowing for more efficient use of equipment and for more satisfied customers. 5 Moreover, all of the van sections, or cargo compartments, may be identical, and thus interchangeable, with one another, fro trailer to trailer. In this way, van sections may be transported from various locations around a country and used in the locality where it is ,₀ convenient to leave the van section after its contents have been unloaded.

Particularly significant is the feature of the present invention to interconnect one or more van sections to form a continuous van body. The continuous van body allows ,_ς cargo, either commercial freight or household belongings, to be loaded in a fashion similar to any conventional van body truck or trailer. The continuous van body feature of the present invention may be used to allow a single household to use two or more van sections. Alternatively, the continuous van body feature allows the embodiment to be used to haul commercial freight, for example, on a return trip after unloading household belongings at one or more destinations or one van section secured to a trailer may contain commercial freight while another van section contains household belongings.

The tractor mounted hoist apparatus also provides a great advantage over previously available apparatus. With the tractor mounted hoist apparatus, a lone truck operator can remove and secure the van sections on slightly sloping or uneven terrain. The hoist apparatus in the described embodiments assumes a convenient transport position on the tractor when it is not being used.

Each of the van sections of the described embodiments provides protection for its contents against contamination by moisture and dirt in the surrounding environment and from theft. still further, the present invention allows those working in. the industry to more easily satisfy customers with acceptable pick-up and delivery dates. Even further, the present invention may be economically implemented so that both large and small moving and storage businesses may benefit therefrom.

Furthermore, the present invention provides a system and method for building shelf decks and partition walls within various cargo holding sections, such as the van sections of the present invention. The decks and partitions constructed in accordance with the present invention are more efficient than prior art systems and may be stored within any number of different types of cargo holding sections. Thus, the previously used inconvenient and cumbersome arrangements for carrying deck and partition building materials need not be included when the present invention is incorporated in cargo holding sections. Moreover, the deck and partition building materials of the present invention do not take up any valuable cargo space when being stored. The deck and partition building materials also have a long usable life and are strong and durable.

The present invention may be embodied in other specific forms without departing from its spirit or essential characteristics. The described embodiments are to be considered in all respects only as illustrative and not restrictive. The scope of the invention is, therefore, indicated by the appended claims rather than by the foregoing description. All changes which come within the meaning and range of equivalency of the claims are to be embraced within their scope.

Claims

1 I claim: '

1. A trailer capable of being pulled behind a vehicle having a hitch, the trailer comprising: a trailer frame; 5 trailer hitching means positioned adjacent a first end of the trailer frame for hitching the trailer to the vehicle; at least one pair of wheels mounted on the trailer frame adjacent a second end of the trailer 1_Q frame; a plurality of van section means, each van section means individually securable to form a sealed compartment adapted for storing and transporting a variety of items;

15 securing means for removably securing each of the van section means onto the trailer frame such that any one of a plurality of van section means may be selectively secured to and removed from the trailer frame; and

«_n means for interconnecting adjacent van section means secured to the trailer frame such that a plurality of van section means may be interchanged among a plurality of trailer frames and interconnected to one another.

_2c 2. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein the van section means comprises a van section having a floor, a roof, two walls, two doors positioned opposite each other, and at least one side door, each of said doors being individually openable and securable.

35

1 3. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each van section means comprises a self-contained compartment having two doors located opposite each other on the

5 compartment, each door being individually securable to protect the contents of the compartment from entry of moisture and dirt.

4. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein the _Q trailer hitching means comprises a king pin positioned at the front end of the trailer.

5. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each van section means comprises two doors positioned opposite _ each other.

6. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 5 wherein at

. least one of the two doors is a swinging door.

7. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 6 wherein at least one swinging door comprises a double-articulated hinge.

8. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 7 wherein at least one swinging door can assume an open position wherein the swinging door is disposed completely out of the van section means, a closed position wherein the swinging door separates the interior and the exterior of the van section means, and an open van position wherein the door opening of the van section means is unobstructed and the swinging door is disposed completely within the van section means.

9. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 7 wherein the swinging door is provided with a resilient gasket around at least a portion of its perimeter.

10. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 5 wherein at least one of the doors is a rollup door.

11. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 10 further comprising support means for supporting the weight of the rollup door when said door is in the up position.

12. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 11 wherein the support means comprises a plurality of horizontal rollers which support the sections of the rollup door.

13. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each of the plurality of van section means comprises attachment means for attaching two van sections together.

14. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 13 wherein two van section means form at least a portion of a continuous van when the two van section means are attached together.

15. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 13 wherein the attachment means comprises means positioned adjacent the two upper corners of the van section means for attaching two van section means together.

16. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 15 further comprising means positioned adjacent a lower edge of each van section means for attaching two van section means together.

17. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 further comprising means for positioning the van section means laterally on the trailer frame.

18. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 17 wherein the means for positioning the van section means on the trailer 1 frame comprises a pyramidal-shaped elongated structure oriented longitudinally on the trailer frame and at least one complementary shaped recess provided on the bottom of the van section means.

5 19. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each of the plurality of van section means includes a metallic frame having a member positioned on the interior of each edge of the van section means, the frame members being 10 configured such that four frame members of a first van section means interengage four frame members of a second van section means when the first and second van section means are attached together to form a continuous van body.

20. A trailer capable of being pulled behind a 15 vehicle having a hitch as defined in claim 1 wherein the plurality of van section means comprises three van section means.

21. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each

_2Q of the plurality of van section means is substantially configured as a cubic shape.

22. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein each of the plurality of van section means is substantially

_2c rectangularly shaped.

23. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein the means for interconnecting comprises means for joining two adjacent van sections means to form at least a portion of

_ a continuous van body.

24. A trailer capable of being pulled behind a vehicle having a hitch as defined in claim 1 wherein all of the plurality of van section means are identical.

25. A tractor vehicle apparatus mounted on for

J5 individually moving a van section between a position 1 secured to a trailer frame and a position separated from the trailer frame, the hoisting apparatus comprising: at least one mast having a support bracket capable of vertical travel; 5 means for moving the mast between an operating position adjacent the rear end of a tractor vehicle and a transport position; movement means connected to the mast for selectively generating upward and downward movement of 0 the support bracket; and lifting means, capable of engaging the van section means and connecting to the support bracket, the lifting means for supporting the van section means as it is moved between the trailer frame and another 5 location.

26. A hoist apparatus as defined in claim 25 wherein the lifting means comprises a pair of detachable fork blades adapted to be positioned under the van section means. ₀ 27. A hoist apparatus as defined in claim 26 wherein the lifting means further comprises: a pair of blade receptacles positioned on the support bracket and having a substantially vertical, rectangular opening in the range from about two to ₅ about eight times larger than the cross-sectional area of each of the fork blades; a wedge associated with each blade receptacle adapted to be wedged between one side of the fork blade and the blade receptacle wall; and _Q a post adapted to be inserted through bores in the blade receptacle, wedge, and fork blade such that the fork blades are wedged into the blade receptacles after the post is inserted.

5

28. A hoist apparatus as defined in claim 25 further comprising means for sliding the van section means longitudinally on the trailer frame and for sliding the van section means on the fork blades.

5 29. A hoist apparatus as defined in claim 28 wherein the means for sliding comprises a hydraulic ram.

30. A hoist apparatus as defined in claim 25 wherein the movement means comprises a hydraulic ram.

31. A hoist apparatus as defined in claim 25 wherein ₀ the mast comprises a fork lift mast.

32. A hoist apparatus as defined in claim 25 wherein the means for moving comprises: at least two arms pivotally attached to the vehicle frame and also pivotally attached to the upper _ς end of the mast; and at least one hydraulic ram connected between at least one of the arms and the vehicle frame.

33. A system for transporting goods by way of a semitrailer pulled by a tractor, the system comprising: a trailer frame; at least one pair of wheels mounted adjacent a first end of the trailer frame; a plurality of individual compartments, each of the compartments being individually securable to form a weather-tight barrier between the interior and the exterior of the compartment; means for individually securing the plurality of the van sections to the trailer frame such that the individual compartments may be removed and interchanged among a plurality of trailer frames; and means for interconnecting adjacent containers together such that a plurality of van sections may be joined to form a continuous van body.

34. A system for transporting goods as defined in claim 33 wherein each compartment comprises a floor, a roof, two walls, two doors positioned opposite each other, 1 and a side door,, each of said doors being individually openable and securable.

35. A system for transporting goods as defined in claim 33 further comprising a king pin hitch positioned at

5 the front end of the trailer frame.

36. A system for transporting goods as defined in claim 34 wherein at least one of the two doors is a swinging door.

37. A system for transporting goods as defined in 10 claim 36 wherein at least one swinging door comprises a double-articulated hinge.

38. A system for transporting goods as defined in claim 37 wherein at least one swinging door can assume a plurality of positions including an open position wherein

,₅ the swinging door is disposed completely out of the compartment, a closed position wherein the swinging door separates the interior and the exterior of the compartment, and an open van position wherein the door opening of the compartment is unobstructed and the swinging door is disposed completely within the compartment.

39. A system for transporting goods as defined in claim 37 wherein the swinging door is provided with a resilient gasket around at least a portion of its perimeter.

_2ς 40. A system for transporting goods as defined in claim 34 wherein at least one of the doors is a rollup door.

41. A system for transporting goods as defined in claim 40 further comprising support means for supporting the weight of the rollup door when said door is in the up position.

42. A system for transporting goods as defined in claim 41 wherein the support means comprises a plurality of horizontal rollers.

35

43. A system for transporting goods as defined in claim 33 wherein each of the compartments comprises attachment means for attaching two van sections together.

44. A system for transporting goods as defined in claim 43 wherein the attachment means comprises means positioned adjacent the two upper corners of each compartment for attaching two compartments together.

45. A system for transporting goods as defined in claim 44 further comprises means positioned adjacent a

10 lower edge of each compartment for attaching two compartments together.

46. A system for transporting goods as defined in claim 33 further comprising means for positioning the compartments laterally on the trailer frame.

,5 47. A system for transporting goods as defined in claim 46 wherein the means for positioning the compartments on the trailer frame comprises a pyramidal-shaped elongated structure oriented longitudinally on the trailer frame and at least one complementary shaped recess provided on the bottom of the compartment. 0

48. A system for transporting goods as defined in claim 48 wherein each of the plurality of compartments includes a metallic frame having a member positioned on the interior of each edge of the compartment, the frame members being configured such that four frame members of a 5 compartment interengage four frame members of a compartment when the first and second compartments are attached together to form a continuous van body.

49. A system for transporting goods as defined in claim 33 wherein the plurality of compartments comprises 0 three compartments.

50. A system for transporting goods as defined in claim 33 wherein each of the plurality of compartments is substantially configured in a cubic shape. 5

51. A system for "transporting goods as defined in claim 33 wherein each of the plurality of compartments is substantially rectangularly shaped.

52. A system for transporting goods as defined in claim 33 further comprising hoisting means for individually moving the compartments between a position secured to the trailer frame and a position separated from the trailer frame, the hoisting means comprising: at least one mast having a support bracket 10 capable of vertical travel; means for moving the mast between an operating position adjacent the rear end of the tractor and a transporting position; movement means connected to the mast for ,_g selectively generating upward and downward movement of the support bracket; and lifting means, capable of engaging the compartment and connecting to the support bracket, the lifting means for supporting the van section means as

₂₀ it is moved between the trailer frame and another location.

53. A system for transporting goods as defined in claim 52 wherein the lifting means comprises a pair of detachable fork blades adapted to be positioned under the compartment.

54. A system for transporting goods as defined in claim 53 wherein the lifting means further comprises: a pair of blade receptacles positioned on the support bracket and having a substantially vertical, rectangular opening in the range from about two to about eight times larger than the cross-sectional area of each of the fork blades; a wedge associated with each blade receptacle adapted to be wedged between one side of the fork blade and the blade receptacle wall; and a post adapted to be inserted through bores in the blade receptacle, wedge, and fork blade such that the fork blades securely and safely are wedged into the blade receptacles after the post is inserted.

55. A system for transporting goods as defined in claim 52 further comprising means for pushing and pulling the compartment longitudinally along on the trailer frame and for pushing and pulling the compartment on the fork blades.

56. A system for transporting goods as defined in claim 55 wherein the means for pushing and pulling comprises a hydraulic ram.

57. A system for transporting goods as defined in claim 52 wherein the movement means comprises a hydraulic ram.

58. A system for transporting goods as defined in claim 52 wherein the mast comprises a fork lift mast.

59. A system for transporting goods as defined in claim 52 wherein the means for moving comprises: at least two arms pivotally attached to the vehicle frame and also pivotally attached to the upper end of the mast; and at least one hydraulic ram connected between at least one of the arms and the tractor frame.

60. A system for transporting goods as defined in claim 33 wherein the means for interconnecting comprises means for joining two adjacent compartments to form at least a portion of a continuous van body.

61. A system for transporting goods as defined in claim 33 wherein all of the plurality of compartments are identical and are interchangeable in different positions on the same trailer frame and a plurality of additional trailer frames.

62. A system for transporting goods as defined in claim 33 wherein the trailer frame comprises an extensible trailer frame.

63. A cargo hauling system capable of being pulled behind a tractor, the system comprising: at least one semitrailer frame; hitching means for hitching the semitrailer frame to the tractor; at least two independent cargo compartments; first door means located on a first end of each cargo compartment; second door means located on a second end of each cargo compartment, the second end being parallel to, and opposite of, the first end; means for securing each of the cargo compartments onto the semitrailer frame; means for attaching the cargo compartments such that when the first door means is opened on a first cargo compartment and a second door means is opened on a second cargo compartment the interior space of the first and second cargo compartments is joined to form a continuous van body; and hoisting means, mounted on the tractor, for individually lifting the first and second cargo compartments onto and off from the semitrailer frame such that a cargo compartment may be off-loaded from the trailer and left at a location for access to the cargo container and later on-loaded to one of the semitrailer frames for transportation.

64. A cargo hauling system defined in claim 63 wherein each compartment comprises a floor, a roof, two side walls, two doors positioned opposite each other, and a side door, each of said doors being individually openable and securable.

65. A cargo hauling system defined in claim 64 wherein at least one of the two doors is a swinging door having a double articulated hinge.

66. A cargo hauling system defined in claim 65 wherein at least one swinging door can assume an open -, position wherein the swinging door is disposed completely out of the compartment, a closed position wherein the swinging door separates the interior and the exterior of the compartment, and an open van position wherein the door c opening of the compartment is unobstructed and the swinging door is disposed completely within the van section means.

67. A cargo hauling system defined in claim 65 wherein at least one of the doors is a rollup door comprising a plurality of door sections.

68. A cargo hauling system defined in claim 67 further comprising a plurality of horizontally disposed rollers adapted to support the weight of the rollup door when said door is in the up position with the door sections being oriented in a horizontal position.

69. A cargo hauling system defined in claim 63 wherein the hitching means comprises a king pin positioned at the front end of the trailer.

70. A cargo hauling system defined in claim 69 further comprising means positioned adjacent a lower edge of each compartment for attaching two compartments together.

71. A cargo hauling system defined in claim 63 further comprising means for positioning the compartment laterally on the trailer frame.

72. A cargo hauling system defined in claim 63 wherein each of the plurality of cargo compartments is substantially rectangularly shaped.

73. A cargo hauling system defined in claim 63 wherein the hoisting means comprises: at least one mast having a support bracket capable of vertical travel; means for moving the mast between an operating position adjacent the rear end of the tractor and a transport position; movement means connected to the mast for selectively generating upward and downward movement of the support bracket; and lifting means, capable of engaging the van section means and connecting to the support bracket, the lifting means for supporting the cargo compartment as it is moved between the trailer frame and another location.

74. A cargo hauling system as defined in claim 73 wherein the lifting means comprises a pair of fork blades adapted to be positioned under the cargo compartment.

75. A cargo hauling system as defined in claim 74 wherein the lifting means further comprises: a pair of blade receptacles positioned on the support bracket and having a substantially vertical, rectangular opening at least eight times larger than the cross-sectional area of each of the fork blades; a wedge associated with each blade receptacle adapted to be wedged between one side of the fork blade and the blade receptacle wall; and a post adapted to be inserted through bores in the blade receptacle, wedge, and fork blade such that the fork blades are wedged into the blade receptacles after the post is inserted.

76. A cargo hauling system as defined in claim 73 further comprising a hydraulic ram adapted for sliding the van section means longitudinally on the trailer frame and for sliding the van section means on the fork blades.

77. A cargo hauling system as defined in claim 73 wherein the movement means comprises a hydraulic ram.

78. A cargo hauling system as defined in claim 73 wherein the means for moving comprises: at least two arms pivotally attached to the tractor frame and also pivotally attached to the upper end of the mast; and 1 at least one hydraulic ram connected between at least one of the arms and the tractor frame.

79. A cargo compartment adapted for containing both household belongings and commercial freight, the cargo

5 compartment capable of being transported with other cargo compartments secured to a trailer frame, the cargo compartment comprising: two side walls; a roof; 10 ^a floor; a first door provided at a first end of the cargo compartment; a second door provided at a second end of the cargo compartment, the second end being positioned ,- opposite from the first end; means for attaching a first cargo compartment to a second cargo compartment such that the adjacent doors of each cargo compartment may be opened and a continuous van space formed including the interior volume of both compartments; and means for allowing the compartment to be secured to the trailer.

80. A cargo compartment as defined in claim 79 further comprising a frame, said frame comprising a plurality of frame members, one frame member being disposed along each interior corner of the cargo compartment.

81. A cargo compartment as defined in claim 79 wherein the first and second doors are swinging doors, each of the swinging doors being capable of assuming at least three positions including a first position wherein the door is disposed completely out of the interior of the cargo compartment, a second position wherein the door is shut and forms a barrier to the entry of contaminants into the interior of the cargo compartment, and a third position wherein the door is completely disposed within the interior of the cargo compartment and the doorway for the door is substantially unobstructed thus allowing two cargo compartments to be joined together to form a van body.

82. A cargo compartment as defined in claim 79 wherein the firs door is a roll up door and further

5 comprising means for supporting the plurality of door sections when the roll up door is in the up position and the door sections are substantially horizontal.

83. A cargo compartment as defined in claim 79 wherein the means for attaching a first cargo compartment

10 to a second cargo compartment comprises at least four independent attaching means disposed adjacent the perimeter of the cargo compartment in approximately the same plane as the first door.

84. A cargo compartment as defined in claim 79 ,_g further comprising a frame disposed on the interior of the cargo compartment, with the two side walls, the roof, and the floor all being connected to the frame, the portion of the frame holding the first door having a female structure and the portion of the frame holding the second door having _ a male structure such that when two cargo compartments are attached together the male portion of the frame is inserted into, and interengages, the female portion of the frame.

85. A method for moving cargo from between a plurality of locations using a tractor pulled semitrailer frame having a plurality of cargo compartments secured thereon, the method comprising the steps of: transporting the semitrailer frame to a first location and loading at least a first cargo compartment; _ transporting the semitrailer frame to a second location and loading a second cargo compartment; transporting the semitrailer frame to a third location and unloading the first cargo compartment; transporting the semitrailer frame to a fourth location and unloading the second cargo compartment; interconnecting the interior volumes of the first and second cargo compartments to form a van body; and loading the van body formed by the interconnected first and second cargo compartments and transporting the load to a fifth location.

86. A method as defined in claim 85 wherein the steps of transporting the semitrailer frame and loading the cargo compartments each comprise: removing the desired cargo compartment from the ,_Q semitrailer frame; loading the cargo compartment; and securing the cargo compartment to the semitrailer frame.

87. A method as defined in claim 85 wherein the step ,_g of transporting the semitrailer frame to a first location comprises the steps of: transporting the semitrailer frame to a first location; removing the first cargo compartment from the semitrailer frame; loading the first cargo compartment; and securing the first cargo compartment onto another semitrailer frame.

88. A method as defined in claim 85 wherein the step of transporting the semitrailer frame to a first location comprises the steps of: transporting the semitrailer frame to a first location; removing the first cargo compartment from the semitrailer frame; loading the first cargo compartment; and securing the first cargo compartment to a truck frame.

89. An extensible semitrailer frame capable of having secured thereto a variable number of separate cargo compartments, the extensible semitrailer frame comprising: a first.pair of parallel frame members; trailer hitching means positioned adjacent a first end of the first pair of frame members; a second pair of frame members; a third pair of frame members; a pair of wheels mounted on the second pair of frame members; means for attaching each of the members of the second and third pairs of frame members at selectable points along their length to one of the members of the first pair of frame members; and means for attaching a semitrailer converter gear to the unattached ends of the third pair of frame members such that the wheels and suspension of the converter gear support the unattached ends of the third pair of frame members.

90. A support adapted for bearing the weight of a plurality of rollup door sections when the rollup door is in the open position, the support comprising: a plurality of cylindrical rollers for each door section of the rollup door; means for holding both ends of each of the rollers and placing the rollers in a spaced configuration such that a substantially straight plane is formed by the surface of the rollers; and means for positioning the rollers such that at least two rollers are disposed at each of two ends of each door section when the rollup door is in the open position and such that a substantial portion of the weight of each door section is borne by the rollers.

91. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections having at least two walls, the system comprising: a plurality of planar units, each of the planar units being adapted for supporting objects thereon when the planar unit is oriented in a substantially horizontal position; means for storing each of the plurality of planar units, the means for storing each of the plurality of planar units being formed within the cargo holding section; means for removably supporting a plurality of planar units between two walls of the cargo holding section to form a shelf deck; and means for removably holding a plurality of planar units in at least one vertical position within the cargo holding section to form a partition wall.

92. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the means for removably supporting a plurality of planar units between two walls of the cargo holding section to form a shelf deck comprises: a plurality of brackets, each bracket being attached to a first cargo holding section wall and adapted to engage a first end of a planar unit; and a plurality of stringers, each stringer being attached to a second cargo holding section wall and adapted to support a second end of a planar unit.

93. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 92 wherein each of the stringers comprise a plurality of notches and wherein each of the planar units comprise at least two legs oriented perpendicularly to the planar surface of the planar member.

94. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the means for storing each of the plurality of planar units is formed within the wall of the cargo holding section and is configured such that the door units and the planar units do not substantially* extend into the cargo holding space of the cargo holding section.

95. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the means for removably holding a plurality of planar units in at least one vertical position within the cargo holding section to form a partition wall comprises: a plurality of cross members; and ₁₀ means for attaching the plurality of cross members to the interior of the cargo holding section at predetermined positions such that the cross members hold the planar units in a substantially vertical orientation. _ιg

96. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 95 wherein the means for removably holding a plurality of planar units in at least one vertical position within the cargo holding section to form a partition wall further comprises: a partition hanger adapted for hanging a plurality of planar units therefrom in a substantially vertical orientation; and means for attaching the partition hanger from one of a number of positions within the cargo holding section.

97. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 further comprising: a plurality of door units, the plurality of door units being adapted for forming a door to the cargo holding section; means for securing the door units at an end of the cargo holding section to form a door thereof; and means for storing each of the plurality of door units, the means for storing each of the plurality of 1 door units being integral with one of the walls of the cargo holding section.

98. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding

5 sections as defined in claim 97 wherein the means for storing each of the plurality of door units and the means for storing each of the plurality of planar units is formed within the wall of the cargo holding section and is configured such that the door units and the planar units do ₁₀ not substantially extend into the cargo holding space of the cargo holding section.

99. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 97 wherein the means for

,_g securing the door units at an end of the cargo holding section to form a door thereof comprises: a U bracket removably connected to the cargo holding section, the U bracket receiving a first end of the door units; _3n a first L bracket removably connected to the cargo holding section, the first L bracket receiving a second end of the door units; and a second L bracket removably connected to the cargo holding section, the second L bracket and the first L bracket adapted to hold the second end of the doors units in place as a door for the cargo holding section.

100. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 97 wherein the door units each comprise a ship lap joint adapted to engage a ship lap joint provided on an adjacent door unit when installed as a door.

101. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding 1 sections as defined in claim 97 wherein the door units comprise front door units.

102. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding

5 sections as defined in claim 97 further comprising means for removably holding the door units to form a partition wall within the cargo holding section.

103. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding

10 sections as defined in claim 102 wherein the means for removably holding the door units to form a partition wall comprises: a plurality of cross bars; and means for attaching the plurality of cross bars 15 to the interior of the cargo holding section at predetermined positions.

104. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 103 wherein the means for

«_n attaching the plurality of cross bars to the interior of the cargo holding section comprises: a pin provided on the end of each of the cross bars; and a plurality of bores provided in the planar

_ units, the bores adapted for receiving the pins provided on the end of the cross bars when the planar units are stored within the means for storing each of the plurality of planar units.

105. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 further comprising: a plurality of partition units each being adapted for dividing the cargo holding section in at least a _ first and a second portion; 1 means for storing each of the partition units, the means for individually storing each of the planar units being integral with a wall of the cargo holding section.

5 106. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the cargo holding section comprises a van section.

107. A system for constructing removable horizontal 10 decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the cargo holding section comprises a containerized shipping compartment.

108. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding

₁₅ sections as defined in claim 91 wherein the cargo holding section comprises a van body.

109. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the planar units

__ comprise deck units.

110. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the planar units comprise partition units. _g

111. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein the planar units comprise a plurality of legs and wherein the means for removably supporting a plurality of planar units between the two walls of the cargo holding section to form a deck shelf comprises: a stringer oriented horizontally within the interior of the cargo holding section; and a plurality of notches adapted for receiving the legs of the planar units.

112. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 wherein all of the planar units are of substantially the same dimensions.

113. A system for constructing removable horizontal decks and vertical partitions for use in cargo holding sections as defined in claim 91 further comprising a trailer capable of being pulled behind a vehicle having a hitch, the trailer comprising: a trailer frame; trailer hitching means positioned adjacent a first end of the trailer frame for hitching the trailer to the vehicle; at least one pair of wheels mounted on the trailer frame adjacent a second end of the trailer frame; a plurality of van section means, each van section means individually securable to form a sealed compartment adapted for storing and transporting a variety of items; securing means for removably securing each of the van section means onto the trailer frame such that any one of a plurality of van section means may be selectively secured to and removed from the trailer frame;^'and means for interconnecting adjacent van section means secured to the trailer frame such that a plurality of van section means may be interchanged among a plurality of trailer frames and interconnected to one another.

114. A system for forming horizontal decks and vertical partitions within the interior of cargo holding sections having at least two walls, the system comprising: a plurality of planar units, each of the planar units being adapted for supporting objects thereon when the planar unit is oriented in a substantially horizontal position; means for storing each of the plurality of planar units, the means for storing each of the plurality of planar units being formed within the walls of the cargo holding section; means for removably supporting a plurality of planar units between two walls of the cargo holding section to form a deck; means for removably holding a plurality of planar units in at least one vertical position within the cargo holding section to form a partition; a plurality of door units, the plurality of door units being adapted for forming a door to the cargo holding section; and means for storing each of the plurality of door units, the means for storing each of the plurality of door units being formed within the walls of the cargo holding section.

115. A system for forming horizontal decks and vertical partitions within the interior of cargo holding sections as defined in claim 114 further comprising means for removably holding the door units to form a partition wall within the cargo holding section.

116. A system for forming horizontal decks and vertical partitions within the interior of cargo holding sections as defined in claim 114 wherein the means for removably supporting a plurality of planar units between two walls of the cargo holding section to form a shelf deck comprises: a plurality of brackets, each bracket being attached to a first cargo holding section wall and adapted to engage a first end of a planar unit; and a plurality of stringers, each stringer being attached to a second cargo holding section wall and adapted to slidably hold a second end of a planar unit.

117. A system for forming horizontal decks and vertical partitions within the interior of cargo holding sections as defined in claim 114 wherein the means for removably holding a plurality of planar units in at least one vertical position within the cargo holding section to form a partition wall comprises: a plurality of cross members; and means for attaching the plurality of cross members to the interior of the cargo holding section at predetermined positions such that the cross members hold the planar units in a substantially vertical orientation.

118. A system for forming horizontal decks and vertical partitions within the interior of cargo holding sections as defined in claim 114 wherein the means for securing the door units at an end of the cargo holding section to form a door thereof comprises: a U bracket removably connected to the cargo holding section, the U bracket receiving a first end of the door units; a first L bracket removably connected to the cargo holding section, the first L bracket receiving a second end of the door units; and a second L bracket removably connected to the cargo holding section, the second L bracket and the first L bracket adapted to hold the second end of the doors units in place as a door for the cargo holding section.

119. A system for transporting goods by way of a semitrailer pulled by a tractor, the system comprising: a trailer frame; at least one pair of wheels mounted adjacent a first end of the trailer frame; a plurality of individual compartments, each of the compartments having at least two walls and being individually securable to form a weather-tight barrier between the interior and the exterior of the compartment; means for individually securing the plurality of the individual compartments to the trailer frame such that the individual compartments may be removed and interchanged among a plurality of trailer frames; means for interconnecting adjacent containers together such that a plurality of van sections may be joined to form a continuous van body; a plurality of planar units, each of the planar units being adapted for supporting objects thereon when the planar unit is oriented in a substantially horizontal position; means for storing each of the plurality of planar units, the means for storing each of the plurality of planar units being formed within each of the individual compartments; means for removably supporting a plurality of planar units between two walls of the individual compartments to form a shelf deck; and means for removably holding a plurality of planar units in at least one vertical position within the i.ndi.vi.dual compartments to form a partition wall therein.

120. An apparatus for adapting a trailer equipped with a fifth wheel hitch king pin to be towed by a vehicle equipped with a hitch ball structure, the apparatus comprising: a tubular member adapted to be attached to the trailer adjacent to the king pin and oriented substantially parallel to the longitudinal axis of the king pin; an extension leg, the extension leg having a first end slidably inserted into the tubular member and a second end; means for securing the second end of the extension leg to the hitch ball structure; and means for releasably locking the extension leg at a selected length of extension out of the tubular member such that the means for securing can be extended downward to the level of the hitch ball structure and the trailer towed thereby.

121. An apparatus for adapting a trailer equipped with a fifth wheel hitch king pin to be towed by a vehicle equipped with a hitch ball structure as defined in claim 120 wherein the extension leg can be retracted above the king pin when the apparatus is not in use.

122. An apparatus for adapting a trailer equipped with a fifth wheel hitch king pin to be towed by a vehicle equipped with a hitch ball structure as defined in claim 120 wherein the hitch ball structure is mounted at a vehicle bumper level and wherein the extension leg is at least two feet long.