Conversion device and flatbed attachment for intermodal chassis and methods of use

Abstract

A conversion device for an intermodal chassis includes a main beam having a front edge, a back edge, and an extension length between the front edge and the back edge that is greater than a length between a landing gear assembly and a rear of the intermodal chassis. When connected to the intermodal chassis, an overall length of the intermodal chassis is increased to facilitate domestic transportation. A flatbed attachment may alternately be used with the intermodal chassis. The flatbed attachment includes a flatbed panel connected to a rotatable rear bar and a flatbed connector to secure the flatbed panel to the intermodal chassis.

Description

[0001] CONVERSION DEVICE AND FLATBED ATTACHMENT FOR INTERMODAL CHASSIS AND METHODS OF USE

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003]

[0001] This application claims the benefit of priority to U.S. Provisional Application No. 63 / 572,094 filed March 29, 2024 and titled “An Apparatus to Convert International Shipping Equipment for Domestic Use.” This application further claims the benefit of priority to U.S. Provisional Application No. 63 / 676,008 filed July 26, 2024 and titled “An Apparatus to Convert International Shipping Equipment for Domestic Use.” These applications are incorporated herein by reference in their entirety.

[0004] FIELD OF THE DISCLOSURE

[0005]

[0002] The present disclosure is related to the field of international shipping, and more specifically supply chain logistics and transportation, focusing on equipment to improve efficiencies and sustainability within the industry.

[0006] BACKGROUND

[0007]

[0003] The transportation industry, specifically the segment dealing with the movement of ocean shipping containers, is faced with significant challenges and inefficiencies, particularly in the intermodal segment of the supply chain focused on the conveyance of cargo to and from vessels, and origins and destinations. Currently, there are an estimated 750,000 intermodal marine chassis in the United States, which are exclusively used for the transportation of ocean containers to and from vessels, and origins and destinations.

[0008] However, the utilization of these intermodal marine chassis can range from 60% to as low as 35% at any given time, resulting from the inconsistent flow of cargo in the international and domestic supply chain. This means that there are periods when up to 487,500 intermodal marine chassis, valued at an estimated capital worth of approximately $5.8 billion USD are sitting idle across the country.

[0009]

[0004] Despite not generating revenue while idle, these intermodal marine chassis require continual investment in maintenance and storage costs to ensure their availability, reliability, efficiency, and longevity. It is estimated that up to $2 billion USD per year in capital expenditure is needed to keep this often-idle equipment at peak performance capability. With up to a 65% inactive ratio at times, these chassis are not supporting supply chain fluidity or generating revenue for their owners.

[0010]

[0005] In addition to this, there is an increasing demand on the domestic dry-van, straight truck and flatbed fleet. A distinct separation exists between transportation equipment used by motor carriers to transport maritime containerized cargo and that which is used for domestic cargo. This equipment is largely not interchangeable, leading to further inefficiencies and bottlenecks in the supply chain.

[0011]

[0006] Historically, the standard solution to these issues has been to invest in more assets in both the international and domestic equipment segment. However, this approach does not effectively address the root problem. Furthermore, it fails to tackle the ancillary issues associated with the current model. These issues include truck driver shortages, inefficient operations, sustainability considerations, highway safety and infrastructure deterioration, capital investment requirements, equipment fleet efficiency and cost, and cargo handling competence.

[0012] SUMMARY

[0013]

[0007] Examples within the scope of the present disclosure are directed to conversion devices, particularly a chassis extension and a flatbed attachment, and methods of use.

[0014]

[0008] In an example, a flatbed attachment for enabling use of an intermodal chassis as a flatbed trailer includes a flatbed panel, a rear bar, and a flatbed connector. The flatbed panel has a front end, a back end, and a bottom surface, and the flatbed panel includes niobium. The rear bar is connected to the flatbed panel and is configured to rotate between an in-use position within a plane substantially orthogonal to the back end of the flatbed panel and a stored position within a plane coplanar’ or substantially parallel to the bottom surface of the flatbed panel. The flatbed connector is secured to the flatbed panel and configured to connect the flatbed panel to an intermodal chassis.

[0015]

[0009] In an approach, the flatbed panel is arched between the front end and the back end in an unloaded condition, and the flatbed connector is configured to restrict movement of the flatbed panel relative to the intermodal chassis in a vertical direction while allowing movement in at least one lateral direction.

[0010] In an approach, the flatbed attachment may further include integrated landing gear, having a first leg connected to the flatbed panel and a second leg connected to the flatbed panel. The first leg and the second leg may be configured to move between an extended position supporting the flatbed panel at a supported height greater than a height of the chassis frame of the intermodal chassis and a retracted position.

[0016] [Oil] In an approach, the first leg may include first leg segments arranged telescopically, and the first leg may transition between the extended position and the retracted position via relative movement of the first leg segments. The second leg may include second leg segments arranged telescopically, and the second leg may transition between the extended position and the retracted position via relative movement of the second leg segments.

[0017]

[0012] In an approach, the integrated landing gear may further include a crank that selectively engages at least one of the first leg and the second leg to transition at least one of the first leg and the second leg between the extended position and the retracted position.

[0018]

[0013] In an approach, a retractable loading ramp may be connected to the flatbed panel and configured to move between a loading position extending away from the flatbed panel and a stored position fully adjacent to the flatbed panel.

[0019]

[0014] In an approach, the flatbed attachment may further include tiedowns permanently connected to the flatbed panel.

[0020]

[0015] In an example, a method of using a flatbed attachment to convert an intermodal chassis for use as a flatbed trailer includes providing an intermodal chassis having a chassis frame, providing a flatbed panel, and providing a flatbed connector. The flatbed panel has a front end, a back end, a bottom surface, and a rear bar, and includes niobium. The method further includes securing the flatbed panel to the intermodal chassis with the flatbed connector and positioning the rear bar in an in-use position within a plane substantially orthogonal to the back end of the flatbed panel.

[0021]

[0016] In an approach, wherein the flatbed panel is arched between the front end and the back end, and securing the flatbed panel to the intermodal chassis with the flatbed connector includes restricting movement of the flatbed panel relative to the chassis frame in a vertical direction while allowing movement in at least one of a lateral direction.

[0017] In an approach, the method may include rotating the rear bar from the in-use position to a stored position coplanar or substantially parallel to a bottom surface of the flatbed panel.

[0022]

[0018] In an approach, the conversion device may include integrated landing gear having a first leg connected to the flatbed panel and a second leg connected to the flatbed panel, and the method may further include moving the first leg and the second leg of the integrated landing gear from a retracted position to an extended position such that the integrated landing gear supports the flatbed panel at a supported height greater than a height of the chassis frame of the intermodal chassis.

[0023]

[0019] In an approach, the method may further include positioning the chassis frame below the flatbed panel while the integrated landing gear supports the flatbed panel at the supported height and then retracting the first leg and the second leg of the integrated landing gear such that the flatbed panel is supported by the chassis frame.

[0024]

[0020] In an approach, the first leg may include first leg segments arranged telescopically and the second leg may include second leg segments arranged telescopically, and moving the first leg and the second leg of the integrated landing gear from the retracted position to the extended position may include causing relative movement between the first leg segments and causing relative movement between the second leg segments.

[0025]

[0021] In an approach, moving the first leg and the second leg of the integrated landing gear from a retracted position to an extended position may further include engaging the first leg and the second leg with a crank and cranking the crank.

[0026]

[0022] In an approach, the flatbed attachment may further include a retractable loading ramp connected to the flatbed panel, and the method may further include one of moving the retractable loading ramp to a loading position extending away from the flatbed panel and moving the retractable loading ramp to a stored position fully adjacent to the flatbed panel.

[0027]

[0023] In an approach, the method may further include securing a tarp system over the flatbed attachment and the intermodal chassis using tiedowns permanently connected to the conversion device.

[0024] In an example, a conversion device for an intermodal chassis has a main beam, a first connection device, a second connection device, and a rear bar. The intermodal chassis to which the conversion device is configured to connect has a chassis frame with a partial chassis length between a landing gear assembly and a rear of the chassis frame. The main beam of the conversion device has a front edge, a back edge, and an extension length between the front edge and the back edge that is greater than the partial chassis length. A rear bar is connected to the back edge of the main beam.

[0028]

[0025] In an approach, the main beam may have a bottom surface, and a lattice support may be secured to the bottom surface of the main beam. The lattice support may extend from the back edge of the main beam to the rear of the chassis frame when the conversion device is secured to the intermodal chassis.

[0029]

[0026] In an example, a method of extending an intermodal chassis using a conversion device includes providing an intermodal chassis having a chassis frame with a partial chassis length between a landing gear assembly and a rear of the chassis frame. The method further includes providing a conversion device having a main beam with a front edge, a back edge, and an extension length between the front edge and the back edge that is greater than the partial chassis length. The method further includes securing the front edge of the main beam of the conversion device to the landing gear assembly of the intermodal chassis using a first connection device. The method further includes securing the back edge of the main beam of the conversion device to the rear of the chassis frame of the intermodal chassis.

[0030]

[0027] In an approach, the intermodal chassis may be one of a 40-foot intermodal chassis, a 45-foot intermodal chassis, and 40-to-45 foot extendable intermodal chassis, and the conversion device may convert the intermodal chassis into a 53-foot domestic chassis.

[0031] BRIEF DESCRIPTION OF THE DRAWINGS

[0032]

[0028] The figures described below depict various aspects of the device and methods disclosed herein. It should be understood that each figure depicts an arrangement of a particular aspect of the disclosed device and methods, and that each of the figures is intended to accord with a possible arrangement thereof. However, the scope of the disclosure is not limited to the precise arrangements depicted as features depicted in different arrangements may be interchangeable and / or combinable.

[0029] FIG. 1 illustrates a standard intermodal chassis of the prior art.

[0033]

[0030] FIG. 2 illustrates a conversion device arranged according to the present disclosure, the conversion device depicted prior to placement on an intermodal chassis such as that shown in FIG. 1.

[0034]

[0031] FIG. 3 illustrates a perspective view of a flatbed attachment according to the present disclosure in an exploded view with a standard intermodal chassis.

[0035]

[0032] FIG. 4 illustrates a top view of a flatbed attachment of FIG. 3.

[0036]

[0033] FIG. 5 illustrates a rear view of the flatbed attachment of FIGS. 3 and 4 and includes a rear- bar in an in-use position.

[0037]

[0034] FIG. 6 illustrates integrated landing gear- including a telescopic first and second leg on the flatbed attachment of FIGS. 3-5.

[0038]

[0035] FIG. 7 illustrates a perspective view of the flatbed attachment of FIGS. 3-5 with the real' bar in an in-use position and the first and second leg illustrating rotational functionality.

[0039]

[0036] FIG. 8 illustrates a flatbed connector for securing the flatbed attachment of FIGS. 3-7 to an intermodal chassis.

[0040]

[0037] FIG. 9 illustrates the flatbed attachment of FIGS. 3-5 with side rails.

[0041]

[0038] FIG. 10 illustrates a bulkhead for use on a flatbed attachment of the present disclosure.

[0042]

[0039] FIG. 11 illustrates rear doors for use on a flatbed attachment of the present disclosure.

[0043]

[0040] FIG. 12 illustrates the flatbed attachment of FIGS. 3-7 with a tarp system secured by integrated securement devices.

[0044]

[0041] FIG. 13 illustrates a first integrated securement device of the present disclosure.

[0045]

[0042] FIG. 14 illustrates a second integrated securement device of the present disclosure.

[0046]

[0043] FIG. 15 illustrates a method of extending an intermodal chassis using a conversion device of the present disclosure.

[0044] FIG. 16 illustrates a method of using a flatbed attachment of the present disclosure to convert an intcrmodal chassis for use as a flatbed trailer.

[0047]

[0045] Skilled artisans will appreciate that elements in the figures are illustrated for simplicity and clarity and have not necessarily been drawn to scale. For example, the dimensions and / or relative positioning of some of the elements in the figures may be exaggerated relative to other elements to help to improve understanding of various examples. Also, common but well-understood elements that are useful or necessary in a commercially feasible examples are often not depicted to facilitate a less obstructed view of these various examples. It will further be appreciated that certain actions and / or steps may be described or depicted in a particular order of occurrence while those skilled in the art will understand that such specificity with respect to sequence is not actually required. It will also be understood that the terms and expressions used herein have the ordinary technical meaning as is accorded to such terms and expressions by persons skilled in the technical field as set forth above except where different specific meanings have otherwise been set forth herein.

[0048] DETAILED DESCRIPTION

[0049]

[0046] The present application addresses the long-standing issues in the transportation industry by disclosing a conversion device that converts international shipping equipment for domestic use and by further disclosing a flatbed attachment that allows international shipping equipment to be used as a flatbed trailer. The conversion device and flatbed attachment both effectively enhance the adaptability and functionality of such equipment, thereby increasing overall equipment utilization and expediting shipping timelines in both international and domestic supply chains, including cross-border operations. In particular, the conversion device enables conversion of a 40-foot intermodal chassis, 45- foot intermodal chassis, or extendible 40-to-45 foot intermodal chassis for use as a 53 foot domestic chassis. The flatbed attachment enables a 20-foot intermodal chassis, 40-foot intermodal chassis, 45-foot intermodal chassis, or 40-to-45 foot extendable intermodal chasiss to be used as a flatbed trailer. These transformations reduce the need for different types of equipment for various transportation needs and eliminate the logistics and delays associated with use of different types of equipment. Consequently, they lower operating costs and accelerates shipping time.

[0050]

[0047] The following additional considerations apply to the foregoing discussion. Throughout this specification, plural instances may implement operations or structures described as a single instance. Although individual operations of one or more methods are illustrated and described as separate operations, one or more of the individual operations may be performed concurrently, and nothing requires that the operations be performed in the order illustrated. These and other variations, modifications, additions, and improvements fall within the scope of the subject matter herein.

[0051]

[0048] FIG. 1 illustrates a standard intermodal chassis 100 of the prior art. The intermodal chassis 100 is a specialized trailer designed to transport shipping containers across different modes of transport, such as truck, rail, and ship. The intermodal chassis 100 is typically built with a chassis frame 102 as shown. The chassis frame 102 is often fabricated from high-strength materials like carbon steel and is designed to withstand the heavy loads of shipping containers, which typically range from 20 to 45 feet in length. The chassis frame 102 typically consists of a long, rectangular structure extending from a front 104 to a rear 106 with cross members that support the container and provide strength and stability. A landing gear assembly 108 is used for supporting the intermodal chassis 100 when it is not attached to a truck or rail vehicle. Located near the front of the chassis frame 102, sometimes at a gooseneck 110 as shown in FIG. 1, the landing gear assembly 108 typically consists of two adjustable supports that can be raised or lowered to stabilize the chassis when it is stationary. The chassis frame 102 has a total chassis length TCL between the front 104 and the rear 106 and a partial chassis length PCL between the landing gear assembly 108 / gooseneck 110 and the rear 106. Several sizes are standard in international shipping for a typical intermodal chassis 100. One standard TCL is approximately 20 feet for an intermodal chassis 100 that is configured to carry a 20-foot container, one of the most common container sizes in global trade. Another standard TCL is approximately 40 feet.

[0052] Yet another standard TCL is approximately 45 feet. However, in North America, containers that are 53 feet long are common for domestic transportation, and thus an intermodal chassis 100 used in international trade is likely to have a TCL that is too short to support the containers used in North America.

[0049] To address this issue, FIG. 2 illustrates a conversion device 200 for placement on an intcrmodal chassis 100. The conversion device 200 has a main beam 202 having a front edge 204, a back edge 206, and an extension length EL between the front edge 204 and the back edge 206 that is greater than the partial chassis length PCL (shown in FIG. 1) of the intermodal chassis 100 onto which the conversion device 200 will be placed. For example, for an intermodal chassis 100 having a total chassis length TCL of 45 feet, the conversion device 200 may have an extension length EL of 42 feet, which exceeds the partial chassis length PCL of the intermodal chassis 100. The conversion device 200 may comprise niobium.

[0053]

[0050] For purposes of this disclosure, a “main beam” is a supporting structure onto which a container may be placed for transportation, and the “main beam” may be a single beam or may be a beam assembly including multiple beams, cross-bars, and / or a platform. In the arrangement shown in FIG. 1, the main beam 202 has a bottom surface 208 and includes a lattice support 210 secured to the bottom surface 208. The lattice support 210 extends from the back edge 206 of the main beam 202 to the rear of the chassis frame 102 (where, as discussed below, a second connection device 214 is positioned). The lattice support 210 provides structural support for the portion of the main beam 202 that extends beyond the intermodal chassis 100 and is not directly supported by the intermodal chassis 100. In this way, the lattice support 210 minimizes undesirable bending and deformation of the main beam 202.

[0054]

[0051] The main beam 202 is secured to the intermodal chassis by at least a first connection device 212 and a second connection device 214. The first connection device 212 is connected to the front edge 204 of the main beam 202 to connect the main beam 202 to the intermodal chassis 100 above the landing gear assembly 108. The second connection device 214 is connected to the back edge 206 of the main beam 202 to connect the main beam 202 to the real’ 106 of the chassis frame 102 of the intermodal chassis 100. The connection devices 212 and 214 may be, for example, twist locks, clamps, bolted fittings, tensioning devices, or other quick-release options.

[0055]

[0052] A rear bar 216 is connected to the back edge 206 of the main beam 202 and is configured to be positioned within a plane substantially orthogonal to the back edge 206 of the main beam 202. Specifically, the rear bar 216 may be an Interstate Commerce Commission (ICC) bar that serves the purpose of meeting safety and compliance regulations designed to prevent injuries in the event of a collision, such as a rear impact with a vehicle having passengers. The rear bar 216 may also be called or structured as a Rear Impact Guard (RIG), Rear Underride Guard, Mansfield Bar, or DOT bumper.

[0056]

[0053] FIG. 3 illustrates a perspective view of a flatbed attachment 300, which provides another use of the intermodal chassis 100. The flatbed attachment 300 includes a flatbed panel 302 that comprises niobium. Niobium is heat and corrosion resistant, and capable of outperforming other metals in extreme conditions making it ideal for the diverse and often harsh environments of the intermodal system throughout the United States and all over the world. Lightweight and strong, niobium allows for maximum payloads confidently and safely and helps improve fuel efficiency and reduces carbon emissions. In an unloaded state (e.g., when no shipping containers are placed upon the flatbed panel 302), the flatbed panel 302 may be arched. Arching the flatbed panel 302 ensures that rainwater can drain off the sides of the flatbed panel 302 rather than pooling in the center and helps to distribute weight more evenly across the flatbed panel 302, thereby improving stability and load-bearing capacity when transporting heavy or unevenly distributed cargo. A flatbed connector 331, discussed further with respect to FIG. 6 below, accommodates the arch of the flatbed panel 302 and the straightening of the arch of the flatbed panel 302 under a load.

[0057]

[0054] In the top view of the flatbed attachment 300 shown in FIG. 4, the flatbed attachment 300 includes a front end 304, a rear end 306, and a retractable loading ramp 318 at the rear end 306. The retractable loading ramp 318 is shown in a stored position fully adjacent to the flatbed panel 302. In the arrangement shown, the stored position is on top of the flatbed panel 302. However, the stored position may alternately involve positioning the retractable loading ramp 318 below the flatbed panel 302. In some implementations, the retractable loading ramp 318 may include a plurality of parts (e.g., 318a and 318b), which allow the retractable loading ramp 318 to be stored in smaller areas (e.g, between beams or portions of the bottom surface 308 of the flatbed panel 302) than would otherwise be necessary to accommodate the whole of the retractable loading ramp 318. The retractable loading ramp 318 is configured to move to a loading position extending away from the flatbed panel 302, e.g. extending from the back end 306 of the flatbed panel 302 to the ground at an incline. The retractable loading ramp 318 facilitates loading and unloading of the flatbed attachment 300 and intcrmodal chassis 100 by providing easy access from the ground for containers to roll or be carried upon.

[0058]

[0055] In FIG. 5, a rear bar 316 is connected to the flatbed attachment 300. The rear bar 316 may be similar to the rear bar 216 (e.g., may be an Interstate Commerce Commission (ICC) bar that serves the purpose of meeting safety and compliance regulations designed to prevent injuries in the event of a collision, such as a rear impact with a vehicle having passengers). The rear bar 316 may include lights 307, which may function as taillights and turn signals during use of the flatbed attachment 300 on a road. The rear bar 316 is shown in an in-use position within plane Pl that is substantially orthogonal to the back end 306 of the flatbed panel 302. The rear bar 316 is configured to rotate between the in-use position and a stored position within a plane P2 coplanar or substantially parallel to the bottom surface 308 of the flatbed panel 302. In this way, the rear bar 316 can be flush with the flatbed panel 302 when not in use, enabling the flatbed attachment 300 to occupy less space and be less cumbersome to move. In other arrangements, the rear bar 316 may be fixed in the in-use position and may be unable to rotate.

[0059]

[0056] FIG. 6 illustrates the flatbed attachment 300 including integrated landing gear 320. The integrated landing gear 320 includes a first leg 322 and a second leg 324 that arc each connected to the flatbed panel 302. The first leg 322 and the second leg 324 are shown in an extended position. In the extended position, the first leg 322 and the second leg 324 support the flatbed panel 302 of the flatbed attachment 300 at a height Hl that is greater than a height H2 (shown in FIG. 1) of the chassis frame 102 of the intermodal chassis 100. This enables the intermodal chassis 100 to be positioned below the flatbed attachment 300. The integrated landing gear 320 can then be adjusted (e.g., by moving the first leg 322 and the second leg 324) to a retracted position, which lowers the flatbed panel 302 until the flatbed panel 302 rests upon the intermodal chassis 100. While shown with only two legs 322 and 324, the integrated landing gear 320 may include more than two legs. For example, the integrated landing gear 320 may include four legs positioned at or near comers of a rectangular flatbed panel 302.

[0057] In the arrangement shown in FIG. 6, the first leg 322 comprising first leg segments 326a and 326b arranged telescopically (i.c., with one around the other and sharing a common longitudinal axis) and the second leg 324 comprises second leg segments 328a and 328b arranged telescopically (i.e., with one around the other and sharing a common longitudinal axis). The first leg 322 transitions between the extended position and the retracted position via relative movement of the first leg segments 326a and 326b. For example, the first leg segment 326a may be positioned within and in threaded engagement with the first leg segment 326b, and rotation of the first leg segment 326a within the first leg segment 326b along the threaded engagement may shorten the first leg 322. Similarly, as an example, the second leg segment 328a may be positioned within and in threaded engagement with the second leg segment 328b, and rotation of the second leg segment 328a within the second leg segment 328b along the threaded engagement may shorten the second leg 324. Other telescopic and non-telescopic options are possible for the first leg 322 and second leg 324 of the integrated landing gear 320 to achieve the same effect. The integrated landing gear 320 may include a crank 330 that selectively engages at least one of the first leg 322 and the second leg 324 to transition at least one of the first leg 322 and the second leg 324 between the extended position and the retracted position. For example, the crank 330 may have a handle 333 that is rotated (by hand or via a power system) and a gear system that connects with and transfers the rotation to a first leg segment 326a or a second leg segment 328a to cause the relative rotation that shortens the first leg 322 or the second leg 324. In some arrangements, the integrated landing gear 320 and / or the crank 330 may include electronic and / or hydraulic components to facilitate the transition between the extended position and the retracted position. As discussed above, the integrated landing gear 320 may include more than two legs 322 and 324. For example, the integrated landing gear 320 may include four legs, each of which has respective components reflecting those in first leg 322 and the second leg 324. Additional or fewer legs may also be included as part of the integrated landing gear 320.

[0060]

[0058] FIG. 7 illustrates rotational functionality of the first leg 322 and the second leg 324 (and additional legs if included as part of the integrated landing gear 320). In the arrangement shown in FIG. 7, the first leg 322 is positioned in the retracted position prior to rotation. The second leg 324 is positioned in the retracted position after rotation, which is achieved in this arrangement by rotating the second leg 324 around a hinge 325 such that the leg 324 is positioned along the bottom surface 308 of the flatbed panel 302. The first leg 322, as well as any additional legs used as part of the integrated landing gear 320, may likewise be rotatable around a respective hinge. This enables the integrated landing gear 320 to take up less space when it is stored. FIG. 7 also illustrates additional features of the rear bar 316, including first rear bar support 317a and second rear bar support 317b that are positioned within the same plane as the rear bar 316, and rear bar axle 321 around which the first rear bar support 317a and the second real’ bar support 317b are configured to rotate to move the rear bar 316 from an in-use position to a stored position. FIG. 7 further illustrates first rear brace 319a and second rear brace 319b, which are configured to hold the first rear bar support 317 and the second rear bar support 317b in the in-use position and then fold or disconnect to allow the rear bar 316 to transition to a stored position.

[0061]

[0059] FIG. 8 illustrates a flatbed connector 331 that secures the flatbed attachment 300 to the intermodal chassis 100. As discussed above, the flatbed panel 302 of the flatbed attachment 300 may be arched. When weight is placed upon or removed from the flatbed panel 302, the degree of arch may change, causing the flatbed panel 302 to lengthen or contract. To accommodate this, the flatbed connector 331 may be configured as shown in FIG. 6 to restrict movement of the flatbed panel 302 relative to the chassis frame 102 in a vertical direction while allowing movement in at least one lateral direction. Specifically, the arrangement shown in FIG. 6 includes a connection body 332 having threaded pin 334 that threadably connects to a clamp 336 to limit vertical movement while a wall 338 of the connection body 332 limits movement in a first lateral direction. Lateral movement along a longitudinal axis L of the connection body 332 is permitted, accommodating the lengthening and contracting of the flatbed panel 302 as the degree of arch changes.

[0062]

[0060] FIGS. 9-12 illustrate additional optional features of the flatbed attachment 300. As shown in FIG. 9, the flatbed attachment 300 may include side rails 340 extending upward from the flatbed panel 302 to help secure cargo placed upon the flatbed attachment 300 and prevent it from shifting too far too a side. FIG. 10 illustrates a bulkhead 342 that may be secured to the flatbed attachment 300, for example at the front end 304 of the flatbed panel 302 to help secure cargo placed upon the flatbed attachment 300 and prevent it from shifting too far forward. FIG. 11 illustrates rear doors 344a and 344b that may be secured to the flatbed attachment 300, for example at the back end 306 to secure cargo placed upon the flatbed attachment 300 and to prevent it from shifting too far back, while simultaneously being configured to open to provide access for the loading and unloading of cargo. FIG. 12 illustrates the flatbed attachment 300 with a tarp system 346 positioned over cargo placed upon the flatbed attachment 300. The tarp system 346 is secured to integrated tiedowns 348 that are permanently connected to the flatbed panel 302. The integrated tiedowns 348, as shown, are U-shaped. In use, a strap may be secured through the U-shaped securement device 348 to secure cargo to the flatbed attachment 300.

[0063]

[0061] FIGS. 13 illustrates a first integrated securement device 349 of the flatbed attachment 300. The first integrated securement device having a is positioned along a side 309 of the flatbed panel 302 and includes an access aperture 350 aligned with the side 309 and a securement aperture 352 through the bottom surface 308. An intermodal chassis 100 may include a quick connect component that extends through the securement aperture 352, and the access aperture 350 enables the quick connect to be secured within the first integrated securement device 349, for example using a wheel lock and key system, where a socket wrench would be used to drive a uniquely cut key (a socket) that is exclusively registered to the user or owner.

[0064]

[0062] FIG. 14 illustrates a second integrated securement device 351 of the flatbed attachment 300. Like the first integrated securement device 349, the second integrated securement device 351 includes a securement aperture 352 through the bottom surface 308 of the flatbed panel 302 (not pictured in FIG. 14 but shown in FIG. 13). The second integrated securement device 351 includes two access apertures - side access aperture 354 and top access aperture 356. As with the first integrated securement device 349, a quick connect component of an intermodal chassis 100 may extend through the securement aperture 352. In this arrangement, both the side access aperture 354 and the top access aperture 356 enable securement of the quick connect within the second integrated securement device 351 by, for example, the wheel lock and key system described above. FIG. 14 also illustrates a power supply 358. The power supply 358 mya, for example, be an outlet that connects to the cab of a truck and provides electricity to the lights 307 depicted in FIG. 5 or other electric -powered components of the flatbed attachment 300.

[0063] FIG. 15 illustrates a method 400 of extending an intermodal chassis 100 using a conversion device 200. At box 402, the method 400 includes providing an intermodal chassis 100 having a chassis frame 102 with a partial chassis length PCL between a landing gear assembly 108 and a rear 106 of the chassis frame 102. At box 404, the method 400 includes providing a conversion device 200 having a main beam 202 with a front edge 204, a back edge 206, and an extension length EL between the front edge 204 and back edge 206 that is greater than the partial chassis length PCL. At box 406, the method 400 includes securing the front edge 204 of the main beam 202 of the conversion device 200 to the landing gear assembly 108 of the intermodal chassis 100 using a first connection device 212. At box 408, the method 400 includes securing the back edge 206 of the main beam 202 of the conversion device 200 to the rear 106 of the chassis frame 102 of the intermodal chassis 100 using a second connection device 214. For the method 400, the intermodal chassis 100 may be one of a 40-foot intermodal chassis, a 45-foot intermodal chassis, and 40-to-45 foot extendable intermodal chassis, and the conversion device 200 converts the intermodal chassis into a 53-foot domestic chassis.

[0065]

[0064] FIG. 16 illustrates a method 500 of converting an intermodal chassis 100 for use as a flatbed trailer. At box 502, the method 500 includes providing an intermodal chassis 100 having a chassis frame 102. At box 504, the method 500 includes providing a flatbed panel 302 having a front end 304, a back end 306, a bottom surface 308, and a rear bar 16 connected to the back end 306, the flatbed panel 302 comprising niobium. At box 506, the method 500 includes providing a flatbed connector 331. At box 508, the method 500 includes securing the flatbed panel 302 to the intermodal chassis 100 with the flatbed connector 331. At box 510, the method 500 includes positioning the rear bar 316 in an in- use position within a plane Pl substantially orthogonal to the back end 306 of the flatbed panel 302.

[0066]

[0065] In further implementations, the method 500 may include securing the flatbed panel 302 to the intermodal chassis 100 such that the flatbed connector 331 restricts movement of the flatbed panel 302 relative to the chassis frame 102 in a vertical direction while allowing movement in at least one lateral direction.

[0066] The method 500 may include rotating the rear bar 316 from the in-use position to a stored position coplanar or substantially parallel to a bottom surface 308 of the flatbed panel 302.

[0067]

[0067] In further implementations, the method 500 may include moving the first leg 322 and the second leg 324 of the integrated landing gear 320 from a retracted position to an extended position such that the integrated landing gear 320 supports the flatbed panel 302 at a supported height Hl greater than a height H2 of the chassis frame 102 of the intermodal chassis 100. The method 500 may include positioning the chassis frame 102 below the flatbed panel 302 while the integrated landing gear 320 supports the flatbed panel 302 at the supported height H 1 and then retracting the first leg 322 and the second leg 324 of the integrated landing gear 320 such that the flatbed panel 302 is supported by the chassis frame 102. In some methods 500, moving the first leg 322 and the second leg 324 of the integrated landing gear 320 from the retracted position to the extended position includes causing relative movement between first leg segments 326a and 326b and causing relative movement between the second leg segments 328a and 328b. In some methods 500, moving the first leg 322 and the second leg 324 of the integrated landing gear 320 from a retracted position to an extended position further includes engaging the first leg 322 and the second leg 324 with a crank 330 and cranking the crank 330. In further methods 500, the first leg 322 and the second leg 324 may be rotated after being moved from the extended position to the retracted position, or may be rotated before being rotated from the retracted position to the extended position, to enable the first leg 322 and the second leg 324 to be stored against the bottom surface 308 of the flatbed panel 302.

[0068]

[0068] In some implementations, the method 500 may further include one of moving a retractable loading ramp 318 to a loading position extending away from the flatbed panel 302 and moving the retractable loading ramp 318 to a stored position fully adjacent to the flatbed panel 302. The method 500 may include securing a tarp system 346 over the flatbed attachment 300 and the intermodal chassis 100 using tiedowns 348 permanently connected to the flatbed attachment 300.

[0069]

[0069] Unless specifically stated otherwise, discussions herein using words such as “processing,” “computing,” “calculating,” “determining,” “presenting,” “displaying,” or the like may refer to actions or processes of a machine (e.g., a computer) that manipulates or transforms data represented as physical (e.g., electronic, magnetic, or optical) quantities within one or more memories (e.g., volatile memory, non-volatile memory, or a combination thereof), registers, or other machine components that receive, store, transmit, or display information.

[0070]

[0070] As used herein, the word “substantially” means within a 15% tolerance. For example, a plane that is “substantially orthogonal” to another plane (i.e., at a 90 degree angle relative to the plane) could be disposed between 76.5 and 103.5 degrees (90 degrees plus or minus 15% of 90 degrees) relative to the other plane. A plane that is “substantially parallel” to another plane could be disposed at up to 27 degrees (15% of 180 degrees) in any of the three coordinate directions of the plane.

[0071]

[0071] As used herein any reference to “one embodiment” or “an embodiment” or “some embodiments” means that a particular element, feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment. The appearances of the phrase “in one embodiment” or “in some embodiments” in various places in the specification are not necessarily all referring to the same embodiment.

[0072]

[0072] As used herein, the terms “comprises,” “comprising,” “includes,” “including,” “has,” “having” or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Further, unless expressly stated to the contrary, “or” refers to an inclusive or and not to an exclusive or. For example, a condition A or B is satisfied by any one of the following: A is true (or present) and B is false (or not present), A is false (or not present) and B is true (or present), and both A and B are true (or present).

[0073]

[0073] In addition, use of “a” or “an” is employed to describe elements and components of the embodiments herein. This is done merely for convenience and to give a general sense of the invention. This description should be read to include one or at least one and the singular also includes the plural unless it is obvious that it is meant otherwise.

[0074] Upon reading this disclosure, those of skill in the art will appreciate still additional alternative structural and functional designs for cosmetic application, and / or systems, methods, and / or techniques associated therewith. Thus, while particular embodiments and applications have been illustrated and described, it is to be understood that the disclosed embodiments are not limited to the precise construction and components disclosed herein. Various modifications, changes and variations, which will be apparent to those skilled in the art, may be made in the arrangement, operation and details of the method and apparatus disclosed herein without departing from the spirit and scope defined in the appended claims.

Claims

What is Claimed is:

1. A flatbed attachment for enabling use of an intermodal chassis as a flatbed trailer, the flatbed attachment comprising; a flatbed panel having a front end, a back end, and a bottom surface, the flatbed panel comprising niobium; a rear bar connected to the flatbed panel and configured to rotate between an in-use position within a plane substantially orthogonal to the back end of the flatbed panel and a stored position within a plane coplanar or substantially parallel to the bottom surface of the flatbed panel; and a flatbed connector secured to the flatbed panel and configured to connect the flatbed panel to an intermodal chassis.

2. The flatbed attachment of claim 1, wherein the flatbed panel is arched between the front end and the back end in an unloaded condition, and the flatbed connector is configured to restrict movement of the flatbed panel relative to the intermodal chassis in a vertical direction while allowing movement in at least one lateral direction.

3. The flatbed attachment of claim 1 further comprising integrated landing gear, the integrated landing gear including a first leg connected to the flatbed panel and a second leg connected to the flatbed panel, the first leg and the second leg configured to move between an extended position supporting the flatbed panel at a supported height greater than a height of the intermodal chassis and a retracted position.

4. The flatbed attachment of claim 3, wherein the first leg comprises first leg segments arranged telescopically and the first leg transitions between the extended position and the retracted position via relative movement of the first leg segments, and wherein the second leg comprises second leg segments arranged telescopically and the second leg transitions between the extended position and the retracted position via relative movement of the second leg segments.

5. The flatbed attachment of claim 3, wherein the integrated landing gear further comprises a crank that selectively engages at least one of the first leg and the second leg to transition at least one of the first leg and the second leg between the extended position and the retracted position.

6. The flatbed attachment of claim 1 further comprising a retractable loading ramp connected to the flatbed panel and configured to move between a loading position extending away from the flatbed panel and a stored position fully adjacent to the flatbed panel.

7. The flatbed attachment of claim 1 further comprising tiedowns permanently connected to the flatbed panel.

8. A method of using a flatbed attachment to convert an intermodal chassis for use as a flatbed trailer, the method comprising: providing an intermodal chassis having a chassis frame; providing a flatbed panel having a front end, a back end, a bottom surface, and a rear bar connected to the back end, the flatbed panel comprising niobium; providing a flatbed connector; securing the flatbed panel to the intermodal chassis with the flatbed connector; and positioning the rear bar in an in-use position within a plane substantially orthogonal to the back end of the flatbed panel.

9. The method of claim 8, wherein the flatbed panel is arched between the front end and the back end, and securing the flatbed panel to the intermodal chassis with the flatbed connector includes restricting movement of the flatbed panel relative to the chassis frame in a vertical direction while allowing movement in at least one lateral direction.

10. The method of claim 9 further comprising rotating the rear bar from the in-use position to a stored position coplanar or substantially parallel to a bottom surface of the flatbed panel.11 . The method of claim 8, the flatbed attachment including integrated landing gear having a first leg connected to the flatbed panel and a second leg connected to the flatbed panel, and the method further comprising moving the first leg and the second leg of the integrated landing gear from a retracted position to an extended position such that the integrated landing gear supports the flatbed panel at a supported height greater than a height of the chassis frame of the intermodal chassis.

12. The method of claim 11 further comprising positioning the chassis frame below the flatbed panel while the integrated landing gear supports the flatbed panel at the supported height and then retracting the first leg and the second leg of the integrated landing gear such that the flatbed panel is supported by the chassis frame.

13. The method of claim 11, wherein the first leg comprises first leg segments arranged telescopically and the second leg comprises second leg segments arranged telescopically, and moving the first leg and the second leg of the integrated landing gear from the retracted position to the extended position includes causing relative movement between the first leg segments and causing relative movement between the second leg segments.

14. The method of claim 11, wherein moving the first leg and the second leg of the integrated landing gear from a retracted position to an extended position further includes engaging the first leg and the second leg with a crank and cranking the crank.

15. The method of claim 8, wherein the flatbed attachment further comprises a retractable loading ramp connected to the flatbed panel, and the method further includes one of moving the retractable loading ramp to a loading position extending away from the flatbed panel and moving the retractable loading ramp to a stored position fully adjacent to the flatbed panel.

16. The method of claim 8 further comprising securing a tarp system over the flatbed attachment and the intermodal chassis using tiedowns permanently connected to the flatbed attachment.

17. A conversion device for an intermodal chassis having a chassis frame with a partial chassis length between a landing gear assembly and a rear of the chassis frame, the conversion device comprising: a main beam having a front edge, a back edge, and an extension length between the front edge and the back edge that is greater than the partial chassis length; and a rear bar connected to the back edge of the main beam.

18. The conversion device of claim 17, the main beam having a bottom surface, and a lattice support secured to the bottom surface of the main beam, the lattice support extending from the back edge of the main beam to the rear of the chassis frame when the conversion device is secured to the intermodal chassis.

19. A method of extending an intermodal chassis using a conversion device comprising: providing an intermodal chassis having a chassis frame with a partial chassis length between a landing gear assembly and a rear of the chassis frame; providing a conversion device having a main beam with a front edge, a back edge, and an extension length between the front edge and the back edge that is greater than the partial chassis length; securing the front edge of the main beam of the conversion device to the landing gear assembly of the intermodal chassis using a first connection device; and securing the back edge of the main beam of the conversion device to the rear of the chassis frame of the intermodal chassis using a second connection device.

20. The method of claim 19, wherein the intermodal chassis is one of a 40-foot intermodal chassis, a 45-foot intermodal chassis, and 40-to-45 foot extendable intermodal chassis, and the conversion device converts the intermodal chassis into a 53-foot domestic chassis.

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