Note: Descriptions are shown in the official language in which they were submitted.
2 ~ 9 1 6 1 8
PLATFOR~I FOR LDFI~G Al~p TRAN$P~RIIN~ VEEIICLES
FIELD OF THE INVENTION
The present invention generally relates to mechanisms for loading and hansporting
articles, and is particularly useful for loading and transpor~ng recrea~onal veihicles, such
S as snowmobiles and personal wateircraft.
BACKGROUND OF THE INV~NTION
Recreational vehicles, e.g. snowmobiles or personal watercraft, frequently must be
transported from one site to another. When transporting recreational vehicles, it is ;
common to carry them on a bed of a uti1ity vehicle, e.g. in the bed of a Npickup" truck or -
on a t~iler. For particularly light vehicles, one may be able to simply lift the vehicle to ~;
place it on the bed. Most recreational vehicles, though, are too heavy and cumbersome to -
be readily lifted by hand. ; ~
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Many devices have been developed for getting recreational vehicles onto the bed of
another vehicle. One very simple device for this purpose may be a simple ramp leading
from ground level to the level of the bed. Using such ramps can be somewhat dangerous,
though. For instance, when placing a snowmobile on the bed of a pickup truck, the
S operator will usually orient the snowmobile toward the ramp and drive the snowmobile up
the rarnp onto the bed. It can be difficult to open the throt~e just enough to get the
vehicle onto the bed without continuing past the desired loca~ion on ~e bed. If the
operator opens the throttle too far or for too long, the snowmolbile may well collide with a
wall at the forward end of the bed of a pickup truck, damaging both the snowmobile and
10 the truck.
One other disadvantage of ramps is that many ~pes of recreational vehicles cannot
be steered, or perhaps even propelled, up ramps. Snowrnobiles, for example, are steered
via their skis and require snow that the skis can dig into to change the direction of ~e ~;
vehicle. ~ order ~o load a snowmobile on a vehicle using a ramp, the snowmobile must
15 be properly aligned with the rarnp before loading because the skis cannot steer ~e
machine on the relatively smooth surface of a ramp. This problem is even more acute
with personal watercraft because they not only are not steerable out of the water, they also
require water for propulsion. Accordingly, one must generally either L~unch the vehicle
out of the water so that momentum will caTry it up a ramp or use a u~inch to drag the
20 vehicle up the ramp.
Others have proposed somewhat more complex devices for loading a recreational
vehicle on a bed of a transport vehicle. For example, in U.S. Patent 3,704,794, ~lanun
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2091 618
teaches a frame which is installed on a bed of a pickup truck. The frame includes a lip at
its reanvard end for releasably engaging a ramp which extends down to the ground. As
with other ramp-based systems, though, there is the risk that the operator will not stop the
vehicle at the proper location and the vehicle can collide with the back of ~e cab of the
S pickup tluck or other transport vehicle.
In U.S. Patent 3,867,314, Haugland suggests a modifica~on of the ramp idea. In
accordance with Haugland's disclosure, the vehicle is driven onto a ra~np, but is stopped
shy of the end of the ramp. The operator is then supposed to manually lift the ramp and
the vehicle up to the levd of the bed and then slide ffle rarnp along the bed to stow the
10vehicle. This device may work if the recreational vehicle is relatively light and if there is ~-
only one vehicle on the rarnp. Even a single, relatively light vehicle may be too heavy for
some individua1s to lift unaided, though. Furtherrnore, ~is device is limited to storing
recreational vehicles at relatively low heights; lifting the vehicle substan~ally above the
level of the operator's waist could be very difficult for many people.
15The problems associated ~nth manually lifting Haugland's ra~np are further ; ;
compounded by the fact that many recreational vehicles are not loaded on perfectly level,
firm ground. In the case of snowmobiles, the vehicles are comrnonly unloaded onto
snowy, and perhaps icy, ground; watercraft would presumably be loaded whil~ the
operator is standing in a body of water, such as on a marshy lakebed. Not only would
20 uneven, slippery terrain make lifling more difficult, it may make the device unsafe in that
the operator could slip under the ramp while trying to lift it, allowing the full weight of
~e ramp and the recreational vehicle to fall on ~e operator.
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Nydarn et al. set forth a similar device in U.S. Patent 3,768,673, but the ramp is
designed to be positioned above ~he floor of the truck~s bed when holizontally disposed in
the truck for transport. As with Haugland's teachings, though, there are no supports or
mechanical aids for lifting ~e materials being transported. Much like Haugland~s device,
5 it would be rather difficult for an average person to lift a heavier recreational vehicle,
much less two or more such vehicles, to such a height.
Wrenn teaches a system for loading a personal watercraft onto the bed of a pickup
truck in U.S. Patent 4,960,356. ~ accordance with Wrenn's teachings, a watercraft is
placed on the ends of a bendable extension formed of flexible plastic pipe. With the
10 watercraft still in the water, the throttle of the craft is opened to suddenly propel the
vehicle into the back of the pickup truck. As the watercraft cannot continue to generate
drive once it leaves the water, the vehicle must be given sufficient momentum in a single
blast to launch the vehicle into its desired position. This would appear to be very difficult
to achieve safely and reproducibly as overpropulsion of the watercraft could easily send
lS the craft crashing into the back of the pickup's cab.
Accordingly, it would be desirable to provide a means for loading and unloading a
recreational vehicle onto and off of another vehicle which does not rely on the recreational
vehicle's own propulsion to get it into place on the bed of the vehicle. ~ur~ermore, it
would be desirable to provide such a device which could allow virtually anyone to lift one
20 or more recreational vehicles onto a bed for ~ansport without requiring any undue
strength or work.
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209~18
SUMMARY OF THE lNVENTION
The present invention provides a system and a method which perrnits one to safely
and easily load and unload one or more recreational vehicles onto or off of the bed of
another vehicle for storage or transport. In accordance with the invention, a system for
S loading and unloading recreational vehicles is mounted on a t~nsport vehicle, such as a
truck or a trailer.
The system includes a frarne which is affixed to the transport vehicle and includes a
first rail means, which is desirably oriented lengthwise along opposing sides of a bed of
the vehicle. A second rail means cooperates with the f~rst rail means and is movable
10 between a storage position and a deployment position wherein it is disposed rearw~dly of
the frame. A support means is carried adjacent a rearward end of ~e second rail means
and is movable between a sto~ge position and a support position wherein it extends ;
between the second rail means and the ground to support ~e second rail means above ~e
ground. A platform means is slidably carried along the first and second rail means and is ~ -
15 slidable between a first position wherein it is disposed above the bed of the transport
vehicle and a second position wherein it is disposed rearwardly of the bed. The second
rail means is desirably pivotally attached to the first rail means, or to the frame adjacent a
rearward end of the first Iail means, and is pivotable between a substantially horizont~l
orientation for sliding the platform means and an inclined orientation wherein ~e second
20 rail means extends from its attachment to the first rail means to its rearward end, which is
adjacent the ground.
2091618
,
In accordance with a method of the invention, a system substantially as set for~
above is provided on a vehicle. The second rail means is moved to its deployment
position wherein it extends generally horizontally rearwardly of the fiame. The support
means is then moved in~o its support position so that it extends downwardly from the
5 second rail means to the ground to support ~e second rail means. The platform means is
then slid rearwardly along the first and second rail means to a position wherein the it is
disposed generally rea~vardly of the vehicle. The rearward end of the second rail means
is then lowered so that the second rail means extends between its attachment to the first
rail means and the ground. The recreational ve}licle or vehicles on the platform means
10 may then be moved rearwardly down t}~e inclin~d platform to remove the recreational
vehicle for use.
BRII~F DBSCRIPI ION OP THl~ DRAWI~GS
Figures 1~ schematically illustrate how a system of ~e invention can be used to
load and unload recreational vehicles from another vehicle;
Pigure S is a rear view of a system of the invention installed on a pickup ~uck,
wherein the second rail means and support means omitted for purposes of clari~;
Pigure 6 is a side cross sectional view of the system of Figure 5;
~ igure 7 is a perspective elevational view of the system of Pigure 5 wherein the
platform has been omitted for purposes of clarity;
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Figure 8 is a perspective detail view of the system of Figure S illustrating the
relationship of the first and second rail means when ~e second rail means is in its storage
position;
Figure 9 is a perspective detail view simiL~r to Figure 8 illustrating the relationship
5 of the first and second rail means when the second rail means is in its deployment
posihon; ~ ~
Figure 10 is a perspective detail of a latch for engaging the second rail means; and
Figure 11 is a rear view of an alternative embodiment of a system of the invention.
DETAILED Dl~SCRIPIION OP PRI~ RRED~MBODIM~NTS ;~
Figures 14 depict a recreational vehicle loading and unloading system of the
invention, with the figures schematically illustrating sequential steps in using the system
for loading and unloading recreational vehicles. The system of the invention is mounted
on a separate vehicle V, such as the pickup ~uck shown in the drawings. Although a
pickup truck is shown in ~e drawings, it is to be understood that a system of the invention
15 could also be used in connection with a trailer, a flatbed truck or virh~ally any o~er
vehicle which may be suitable for hauling recreational vehicles.
In general, the system includes a fi~me 10 (which includes a first rail means 20), a
second rail means 40, support means 70, and a platform means 100. The frame 10 is
desirably rigidly attached to the body of the vehicle Y and is supported by the vehicle.
20 The frame may be mounted directly on the bed of a transport vehicle or, as explained
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209~6i8
more fully immediately below, it may be mounted on the vehicle at a location disposed
generally vertically above ~e bed.
As best seen in Figures 5-7, the fiame generally comprises a brace 12 for
attachment to the vehicle V and a first rail means 20 carried by ~e brace. If the system is
S to be used in connection with a pickup truck, as illustrated, the brace is desirably attached
to the truck adjacent the tops of the sidewalls 2 of the bed. As explained more fully
below, this will permit a wider platform to be used because the platform will not be
limited to the width of the bed, but may instead extend laterally beyond the sidewalls, as
shown in Pigure 5. ;
The brace 12 may ~clude a plurality of laterally extending cross bars 14 which
extend from one side of the frarne to ~e other. These cross bars may be attached to ~e
vehicle V by any suitable means. The at~achment between the brace 12 and the body of
the vehicle may be subst~n~ally permanent, such as by welding or the lLtce, or the brace
may be removably mounted on the vehicle. In the embodiment shown, each CIOSS bar
15 includes an ~shaped mount 16 for attaching the cross bars to the sidewalls of the
vehicle's bed. If the frame is to be permanently secured to the vehicle, ~e mounts may
be welded to the sidewall of the vehicle. ~ a preferred embodiment (best seen in Figure
7) wherein the frame is removable from the vehicle, the mounts 16 have a downwardly
depending flange which can be received in mounting ports 4 provided in the tops of the
20 sidewalls 2 of many models of pickup trucks.
The cross bars 14 are attached to the first ~il means 20 and may serve to support
the first rail means above the bed of the vehicle V. As detailed below, the first rail means
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2091 ~1 ~
includes a pair of opposed C-shaped brackets æ which are spaced apart from one another
a predetermined distance. Each of the cross bars are attached to both of the C-shaped
brackets. The cross bars 14 are ialso desirably spaced along the length of the brackets 22
to provide good structural support to the rail means 20.
S In one embodiment, the cross bars are rigidly attached to the brackets at f~xed
locations, such as by weldmg. In the embodiment shown in Figure 7, though, the position
of two of the three cross bars 14 employed in ~at design are adjustably positioned. The
rearmost cross bar is rigidly attached to ~e first rail meians, such as by welding. The
other two cross bars are attached to the brack~ts æ of t~e rail means by means of a
locking pin assembly. The brackets include t vo sets of pin-receiving holes, with one set
being disposed adjacent the forward end of the brackets and the other set being disposed
intermediate the forward and rearward ends. Ihis arrangement permits ~e relativespacing between the cross bars 14 to be adjusted to accommodate differences in the sizes
of the beds of different models of pickup trucks, allowing a single frame 10 to be used
wi~ a variety of makes and models of trucks.
In a particularly preferred embodiment, best seen in Figures 8 and 9, the brackets
22 are disposed above the upper surfaces of the cross bars 14, defining a gap 24therebetween. As explained herinbelow, this permits the second ~ail means to cooperate
with the first rail means to def~ne an elongate rail for moving the platfonn 100 bet~veen a
forward position disposed above the bed of the vehicle V and a rearward position wherein
the platfonn is disposed generally rearwardly of the vehicle. This gap may be defined by
use of a piece of angle iron 26, with a cross bar 14 being attached to one leg of the angle
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20916:18
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and a bracket 22 affached to the other leg. The angle iron 26 may be rigidly affixed to the
cross bar and bracket by welding, as illustrated in Figures 8 and 9, or it may be rigidly
attached to either the cross bar or the bracket and releasably attached to the other of these
two elements, as is the case of the adjustable frame shown in Figure 7 and described
S above.
As noted above, the f~rst rail means 20 comprises a pair of opposed, generally
C-shaped brackets 22. These brackets are sized to receive and support a wheel 102 of the
platform 100 as the platform is moved along the rail means, as described more fully
below. The brackets 22 are Laterally spaced apart from one ano~er and the open ends of
the C-shaped brackets face one another. This defines a track along which a pair of wheels
102 along a common axle 104 may ride, with the space between the brackets being
slightly greater than the length of the axle to permit free sliding of ~e platform, but not so
far apart as so a11ow the wheels to slip out of the channels of the brackets 22.A system of the invention for loading and unloading recreational vehicles also
lS includes a second rail means 40 sized and shaped to cooperate wi~ the first rail means 20.
This second rail means is movable between a first position for storage wherein it is
disposed generally above the bed of the vehicle V (illustrated in Figure 1) and a second
deployment position wherein it extends generally rearwardly of the frame 10 and the bed
of ~e vehicle (illustrated m Figures 2~).
As best seen in Figures 7-9, the second rail means 40 desirably comprises a pair of
opposed, generally I~shaped rails 42 connected to one another by at least one strut 44.
The rails preferably face away from one another, i.e. the genera11y horizontal bottom
. ` l
2091618
portions 48 of the L-shaped rails are oriented away from one another. The length of the
rails may be varied as necessary, but the rails are optimally about as long as the brackets
22 of the first rail means. This peirmits the rails to be stored immediately adjacent ~e
brackets æ, yet avoids having the second rail means form too steep of an incline when
S lowered for removing the recreational vehicles from ~e platform lO0.
In a preferred embodiment, the second rail means includes two struts, with one
strut disposed adjacent each end of each ~ail and eixtending between adjacent ends of
opposite rails. The struts may be of any desired shape which can rigidly connect the rails
to one another in a f~xed relationship; a square hlbe having of about l.S inches in wid~
formed of steel or the like should suffice. If so desired, a plura1ity of trestle rnembers 46 ; -~
can extend between and be connected to opposite rails. In order to avoid any interference
with movement of the second rail means during deployment, such trestle members should
be spaced away from the bottom edge of the rails; sheet metal about one-half inch in
height and attached adjacent the top of the rails should provide adequate support and
15 clearance. A handle (or handles) 48 may be attached to the strut adjacent the rearward
end of the ~ails to assist an operator in retracting the second rail means; as outlined below.
TSe space between the two rai1s 42 should be sufficient to allow most of the second
rail means to be disposed bet~veen the brackets 22 of the first rail means. In particular,
the rails sSould be spaced apart a sufficient distance such that ~he generally vertical, inner
20 portion of each L,shaped rail should be adjacent a bracket æ of the first rail means, with
at least a portion of the horizontal leg 48 of the rail being disposed beneath the bracket in
the gap 24 between the bracket and the cross bar 14. TSe vertical legs of the ~ails should
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~0916~
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not be spaced far enough apart to be urged against the inner edges of the brackets and
cause undue friction between these elements as such friction will impede the smooth
sliding of the second rail means during deployment. Similarly, the gap 24 should be large
enough to permit the horizontal leg 48 of the rail to move freely to avoid restricting the
5 second rail means.
As previously noted, the first rail means 20 desirably comprises a pair of opposed,
generally C-shaped brackets æ with the open edges of the brackets facing towaird one
another and the second rail means 40 desirably comprises a pair of opposed, generally
~shaped rails 42 which face away from one another. As best seen in ~igures 8 and 9,
10 the open edge of a bracket 22 of the first rail means ~aces an associated rail 42 of ~e
second rail means to define a channel bounded on four sides (three sides are bounded by
the C-shaped bracket and &e fourth, inner side is bounded by the generally ver~cal leg of
the rail). As explained below in connection wi~ the structure of the platfonn 100, ~e
wheels 102 of the platform can move freely wi~in these channels, but generally cannot
15 slip out of the channel because it is bounded on all sides.
Figure 8 depicts ~e second rail means 40 in its storage position wherein it is
positioned generally above the bed of the vehicle V (E~igure 7 shows the second rail means
in generally the same position). When in this position, the entire length of the horizontal
leg 48 of each rail is optimally received wi~in the gap 24 associated wi~ the adjacent
20 bracket æ of the first rail means. The rails may therefore simply rest upon ~e tops of
the cross bars 14 of the frame. For reaisons explained below, a roller 30 is desirably
carried by the frame adjacent a rearward end of each bracket æ and may be positioned on
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2091S18
a level sligh~dy below that of the bottom of the adjaceint bracket. In such a configuration,
the roller 30 may serve as a stop to prevent the rails 42 from sliding rearwardly out of the - ;
gap 24 when the vehicle V is in transit.
In a particularly preferred embodirnent of the invention, though, at least one latch
5 60 is attached to the frame 10 adjacent its rearward end. This latch may be attached to
the rear surface of the rearmost cross bar 14 of the frame and is adapted to engage the
rear strut 44 of the second rail means 40 when the second rail means is in its retracted
storage position. This latch is desirably spring-biased into an upward position for
engaging the strut 44, but can be moved out of engagement when it is desired to deploy
10 the second rail means.
As best seen in Figure 10, this latch may include an ann 62 which is pho~lly
connected to the cross bar 14 of the frame. The arm may include a f~nger 64 at its
outward end and this f~nger may be sized to lSit into a recess in the stmt 42 of the second
rail means. A spring 66 can act against the arm 62 to urge it upwardly into engagemen~
lS with the second rail means, but pennit the latch to be pivated downwardly away from the
second rail means when desired.
When it is desired to deploy the second rail means by retracting it rearwardly, the
latch 60 may be photed out of engagement with the rear strut 44 and the second rail
means may be lifted upwardly and rearwardly via the handle 47 to place the bottoms of
20 the horizontal legs 48 of the rails on top of their associated rollers 30. In the embodiment
shown in Figures 8 and 9, the second rail means should be lifted up before pulling it
backward in order to ensure that the rails 42 will clear the roller. The gap 24 between the
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209161~
bottom of ~e brackets 22 and the tops of the cross bars 14 should be wide enough to
enable the rails 42 to be lifted v~ithin the gap to clear the roller and to provide sufficient
clearance between the rails and ~e boKoms of the brackets to avoid undue friction
between these parts.
S The second rail means 40 may then be retracted with the bottoms of the rails
sliding along the rollers un~l the latch 60 engages the forward strut 44 of the second rail
means. The latch will automatically engage ~e forward s~ut as it will tend to pivot
upwardly under the bias of the spring 66 after clearing the rear strut. Ihis prevents the
user from inadvertently puUing ~e second rail means back too far and completely
disengaging the second rail means from the frame 10. When the second rail means is
fully deployed, the rails 42 should just clear the rearward edges of their associated
brackets 22 and the rails wil1 be supported adjacent their forward ends by ~e rollers 30.
As depicted in Figure 9, the second rail means will tend to be inclined genera~ly
downwardly in a rearward direction.
As noted above, the system of the invention includes support means 70 for
suppor~ing the second ~ail means above the ground. The support means may be of any
design which will permit the second rail means to be raised and lowered between an
inclined deployed position (illustrated in Figures 4 and 9) and a generally horizontal
deployed position (illustrated in Pigures 2 and 3); two suitable designs are shown in ~e
attached drawings.
In the embodiment of Figures 2-4, the support means 70 comprises a pair of
spaced-apart poles 72 (only one of which is visible in the side views shown in these
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2~91~1~
figures). The lower ends of the poles rest on the ground and are desirably provided with
feet 74 for supporting the pole in a generally ver~ical orientation. These feet may take the
form of a block (as shown), a tripod of collapsible legs, or any other design which will
stably support the poles on uneven ground. The support means 70 of this embodiment
5 also includes a pulley system with a cable 78 attached to ~e second rail means adjacent its
rearward end. The cable may be retracted to raise the second ~il means or let out to
lower the second rail means. A take-up reel 76 may be used to retract and let out the
cable. Although the take-up reel is sho~,vn with a manual crank, it should be understood
that a sma11 electric motor or the like may be provided to turn the ~eel.
In a preferred embodiment, each of the two poles 72 ca~Ties a cable and the two
cables are attached to opposite sides of the second rail means. The system of ~e support
means (not shown) is desirably arranged so that turning of a single take-up reel 76 carried
by one pole will move the cables of both poles to raise or lower both sides of the second
rail means at the same time.
The poles 72 may be entirely detachable from the rest of the system and are
advantageously sized to fit in the space between the bottom of the frame 10 and the floor
of the bed of the vehicle V. CThis space is best seen in Figure 5.) When ~e second ~ail
means has been deployed as described above, the poles may be positioned adjacent the
rearward end of the second rail means, with one pole being disposed adjacent eit~er side
20 of the second rail means 40. The cables may then be attached to the second rail means
and the second rail means can be lifted into a generally horizontal position, as depicted in
Figure 2.
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In an alternative embodiment shown in Figure 11, wherein parts having l~ce
functions bear like reference numerals but including primes ('), th~ support means 70'
comprises at least one, and desirably two, scissor jacks 72' of the type cumrnonly used in
automobile jacks. If two such jacks are used, they may be connected to one ano~er
S adjacent their lower ends by a common actuating sha~ 75'. A foot 74' is provided for
each scissor jack and, if necessary to avoid stressing the scissor jacks, the scissor jack
may be pivo~lly mounted on its foot to a11ow the second rail means to move ~rough an
arc as it pivots about the roller 30 when it is rai~ed and lowered. These scissor jacks can
remain attached to the second rail means and can be stored hanging from the bottom of the
10 second rail means in a collapsed configuration. The actuating shaft may be turned by
means of a crank 76', which may be manually activated by a ratcheting lever or the l~e,
as shown, or by a sma11 electric motor or o~er automated means.
The present invention also includes a platforrn, designated generially ias 100. This
platform includes a generally flat floor 102 upon which one or more recreatioral vehicles
15 may rest. This floor can be formed of steel sheet stock or other material which can
adequately bear the weight of the recreational vehicle(s). In a preferred embodiment, the
floor is relatively large, e.g. about 8 feet by about 8 feet, so that more than one
recreational vehicle can be loaded onto the vehicle V at one time. Whereas only one
snowmobile or similarly sized vehicle can be stored flat on the floor of a standard pickup
20 bed, providing a larger platform can permit two such recreational vehicle to be hauled
with a single transport vehicle V. If the floor 102 is larger than the bed of the vehicle V,
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2~91618
,
it will be necessary to allow the floor to extend laterally beyond the sides of the vehicle,
as illustrated.
The platform 100 may be provided with sidewalls 104 which extend upwardly
along three of the four edges of the floor. Although not deemed necessary, such sidewalls
S can help keep the recreational vehicles from sliding off the platform during transit.
Recreational vehicles may also be lashed down using cables (not shown) attached to the
floor to further limit the chances of having ~e vehicles fall off. Manually graspable
handles 106 can be included to permit the platform to be moved along the rail means as
disclosed below.
The platform is carried on and slidable along the ~rst and second rails means by
wheels 110. The wheels 110 a~e arranged in pairs, and a common axle 112 may extend
between paired wheels. Although a single pair of wheels on a single axle could be used,
the platform will be more stable and easier to deploy wi~ recreational vehicles thereon if
two or more sets of wheels are used. The axle 112 can be attached to the underside of the
15 floor by means of blocks 114 having ports ~erethrough.
The wheels are adapted to ride along the first and second rail means. The wheels
should therefore be sized to be loosely received within the C-shaped brackets 22 of the
first rail means. The wheel is preferably narrow enough to ride along the lower portion
of a bracket withcut extending too far inwardly. If the wheel were too wide, it would
20 tend to rub against either the inner face of the bracket æ or the outer face of the rail 42.
As noted above, when the second rail means is in its storage positionJ the brackets
and t~le rails combine to define a channel along which the wheels must travel and this
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channel is bounded on all four sides. However, when the second rail means extendsrearwardly behind the frame and the vehicle, the C-shaped brackets æ ~ be inwardly
open. In order to prevent the platform from shif~ng laterally sufficiently to allow the
wheels to fall out of the bracket, a stop plate 116 may extend downwardly from ~e
S bottom of the floor adjacent each wheel. The stop pLate should be positioned just inwardly
of the wheel. This stop plaee will abut the $op leg of the adjacent bracket 22 before the
platform can shift far enough to permit the wheel from falling off of the bracket.
The space between paired wheels 110 and the space between ~e rails 42 of the
second rail means should be selected to ensure that the wheels will not fall off the
10 horizontal leg 48 of the L,shaped rails when 1ravelling along ~e second rail means in its
deployed position behind the frame. If the space between the wheels is only slighay
greater than the space between the vertical legs of the rails, the wheels will abut the inner
face of one of the rails before the platform can shift far enough laterally to allow the
wheels to fall off the horizontal leg of the rails.
The system should include locking means for preventing the platform from sliding
out of the channel defined by the brackets 22 and rails 42 during transit. This locldng
means may take the form of a locking bar 120 which is receivable within a pair of
opposed slots (not shown) in the brackets æ and can be secured in a position extending ~ ~ -
between these brackets. This locking bar may be positioned so that it will abut ~e
20 platform, e.g. the stop plate 116, to prevent unwanted sliding, but should be located so as
to avoid any significant interference with the movement of the rails 42. T}~is locking bar
-18-
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2~9~618
can be removed when the platform is to be moved for loading or unloading recreational
vehicles.
The me~od of the present inven~on allows one to use a system substantially as
described above to safe]y and easi1y load a recreational vehicle onto a transport vehicle V.
S Pigures 14 schematically illustrate the sequence of steps in unloading a recr~ational
vehicle in accordance with the invention. Figure 1 shows the platform 100 wi~ one or
more recreational vehicles on the floor 102 of the pLatform disposed. In this figure, the
platform is in its forward position wherein it is disposed above the bed of the transport
vehicle V. The platform will most com nonly be in this forward position during transit or
10 sto~age of ~e recreational vehicles. As noted above, the platform is desirably locked in
this fonvard position by a locking means, e.g. the locldng bar 120, to prevent the platform
from premab~rely sliding off the f~me. -
When a desired unloading site is reached, the second rail means 40 is ~q~drawn
rearwardly of the frame 10 and the vehicle V. As explained previously, the second rail
means will then tend to be inclined downwardly away from the frame as the rearward end ;~
of the rails 42 are not supported at this ~ne. The second rail means 40 may then be
raised by the support means 70 into a generally horizonta1 position, as shown in Figure 2,
by pivoting the second rail means about the pivotable support of the rollers 30. In ~is
position, the forward end of the second rail means is adjacent the rearward end of ~e first
20 rail means.
Hence, at least on ground which is generally horizontal rather than inclined, the
first rail means and second rail means together function as a single elongate rail
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mechanism which extends generally horizon~y from a position disposed above the bed of
the vehicle V to a position disposed well behind the vehicle. ~lf the recreational vehicles
are being unloaded on an incline, it may be des~able to have an angle between the -
brackets and the adjacent rails so that the rails will be oriented generally horizontally in an
5 absolute sense.)
Once the second rail means is properly positioned, the user may slide the platform
generally rearwardly to its second position wherein it is disposed generally reanvardly of
the frame 10 and the vehicle V and is supported above the ground by the second rail
means; this is the position depicted in Figure 3. Since the second rail means are desirably
10 generally horizontal and the plafform rides along the rail means on wheels, moving the
platform from its forward, storage position and its rearward, deployment position is
relatively easy and can be accomplished by virb~ y any user.
The second rail means 40 can ~en be lowered in a controlled fashion to incline
both the second rail means and ~e platform 100 resting ~ereon downwardly in a rearward
direction, as shown in Figure 4. The snowmobiles or other recreational vehicles can then - ;
be removed from the platform by simply driving them off. If the present invention is
being used to load and unload personal watercraft or the like which require water for
propulsion, at least the foot 74 of the support means 70 is desirably positioned in the
water. This will place a rearward portion of the platform adjacent, if not in, the water so
20 that the vehicles may be removed from the platform under their own power.
The sequence of events for loading recreational vehicles onto a transport in
accordance with the invention is generally the reverse of the sequence for unloading the
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vehicles. The recreational vehicle may be driven up ~e ramp defined by the plafform 100
until it is squarely positioned on the floor 102 ~ereof. This process is easier than using a
conventional ramp because the vehicie need only be driven up the rarnp a short distance.
The problems associated with steering or propulsion of recreational vehicles up ramps and
into beds of transport vehicles are therefore minim~.
The second rail means may then be raised by the support means 70 to the generaUyhorizontal position shown in Figure 3. As noted above, this can be done by means of a
pulley system, scissor jacks or other means which can be run by a motor or will at least
provide significant mechanical advantage to the user to make it easier to li~ ~e weight of
the platform 100 and the recreational vehicle or vehicles ~ereon. The platform can then
be slid forward along the elongate rail mechanism def~ned by ~e cooperating first and
second rail means until the platform is in its forward position disposed generally above the
bed of ~e vehicle V. (See Figure 2.)
The second Mil means 40 may then be pushed back toward the front of the f~ame
10 and the vehicle V. The second rail means should be pushed in far enough that it will :
be safely locked in its forward storage position. As explained above, a latch means 60
may be provided for locking the second rail means in this position. The platform 100 can
then be locked in place and the system is ready for transit. (See Figure 1.)
While a preferred embodi nent of the preseint invention has been described, it
should be understood that various changes, adaptations and modifications may be maide
therein without departing from the spirit of the invention and ~e scope of the appended
claims.
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