Arrangement for securing loads in a movable loading space, and vehicle trailer

Abstract

Arrangement for securing loads in a movable loading space delimited by a floor and walls, • with a belt that can be stretched across the cargo space and fastened when the load is in use, o which can be fixed near two opposite walls in the floor area by means of two retaining fittings, • and with a tension element, ◯ which connects to the belt between the two retaining fittings ◯ and is designed, in use, to exert an upward pulling force on the belt away from the ground, characterized in that • the belt can be moved along both walls in the untensioned state, together with the retaining fittings, • a holding fitting referred to as a carriage (3) is guided along one of the two walls by means of a rail (2) and is movable in the longitudinal direction of the rail (2), • the carriage (3) is also vertically movable relative to the rail (2), ◯ wherein the carriage (3) is longitudinally movable relative to the rail (2) in its lowered position, referred to as the release position, • and the carriage (3) and the rail (2) form several locking positions (9) by means of locking elements on the carriage side and locking elements on the rail side, o which are arranged distributed in the longitudinal direction of the rail (2), o and are designed in such a way that a carriage-side locking element cooperates with a rail-side locking element in the raised position of the carriage (3), referred to as the locking position, and blocks the carriage (3) with respect to a longitudinal movement along the rail (2).

Description

The invention relates to an arrangement for cargo securing in a movable cargo space bounded by a floor and by walls, comprising a strap which can be tensioned transversely by the cargo space and can be placed against it during use of the cargo and can be secured in the floor region in each case close to two opposite walls by means of two retaining fittings, and comprising a tension element which connects to the strap between the two retaining fittings and is configured to exert an upward-directed tension force on the strap which leads away from the floor during use.From DE 101 38 771 B4 such an arrangement is known in which the tension element is guided around a stationary deflection roller. The movable cargo space can be designed as a box, container or as part of a ship, drive or aircraft and, due to its mobility, makes it necessary to secure the cargo against undesired displacements, in contrast to stationary cargo spaces, which can be part of a building, for example. The belt serving for cargo securing can be fixed in the vicinity of two opposite walls, which delimit the cargo space, by means of retaining fittings, namely in each case in the base region, so that cargo, which is comparatively flat in relation to the height of the cargo space, can also be reliably secured by means of the belt. For this purpose, the belt designed as a tensioning belt is tensioned, so that it bears between its two holding fittings from above of the cargo and presses it onto the floor of the cargo space, so that the frictional resistance of the cargo on the floor is increased and the cargo is secured against slipping. A holding fitting of the belt is configured as a carabiner hook, so that it can be selectively released and, for example, exchanged, and so that loading and unloading of the cargo space can be facilitated by removing the carabiner hook from the floor area and the floor of the cargo space is now as freely accessible as possible and free of obstacles. The tension element is designed such that it makes it possible to tension the belt against the action of the tension element and apply it to the load. In the non-tensioned state, the tension element pulls the belt upwards, so that it does not lie on the floor of the cargo space and the floor is therefore accessible for loading and unloading. In this case, the tensile force acting upward can act obliquely upward or else virtually vertically on the belt, depending on the course of the tension element, for example depending on the position of a deflecting element such as the abovementioned deflecting roller.The invention further relates to a vehicle trailer having a cargo space which is bounded by a floor and by walls.The invention is based on the object of making possible, in an arrangement for cargo securing, the quickest possible and uncomplicated handling of the belt when adapting to the cargo located in the cargo space in each case. Furthermore, the invention is based on the object of making this possible in the case of a vehicle trailer having a loading space.Features according to the invention are set out in claims 1 and 11. Embodiments are the subject of the dependent claims.The invention thus proposes that the belt in the non-tensioned state together with the holding fittings be displaceable along the two walls, a holding fitting referred to as a carriage be guided along one of the two walls by means of a rail and be movable in the longitudinal direction of the rail, the carriage be additionally vertically movable relative to the rail, wherein the carriage in its lowered position referred to as the release position is longitudinally movable relative to the rail, and the carriage and the rail form, by means of carriage-side latching elements and rail-side latching elements, a plurality of latching positions which are arranged distributed in the longitudinal direction of the rail, and are configured in such a way that, in the raised position of the carriage referred to as the locking position, a carriage-side latching element interacts with a rail-side latching element and blocks the carriage with respect to a longitudinal movement along the rail.Due to the possibility of displacing the belt together with the retaining fittings along the two walls, the belt can be optimally adapted to the respective position of the load. In addition, the belt can be displaced and cleared aside for the loading and unloading operations, so that its depending free end is not an impediment.Because the holding fitting is designed as a slide, is guided by means of a rail and is movable in the longitudinal direction of the rail, the holding fitting does not have to be completely removed from its anchoring, as is the case, for example, with a carabiner, but can be displaced, namely displaced, along the rail to the respectively desired location, which makes the handling of the belt faster and easier if it is to be displaced from a first location to a second location in adaptation to the respective load.The height mobility of the carriage relative to the rail can be realized in an exclusively vertical direction, but also in a direction running obliquely upwards, so that the height change makes up a vectorial component of the overall movement of the carriage. It is essential that the carriage can assume a lowered position, referred to as a release position, in which it is movable along the rail. If the carriage is moved upwards from this lowered release position, its longitudinal movability is limited by the carriage engaging on the rail. The carriage is thus locked on the rail, so that the raised position of the carriage is also referred to as its locking position. In the longitudinal direction of the rail there are a plurality of locations at which the carriage can latch with the rail, wherein these plurality of locations are referred to as latching positions.Since the retaining fitting of the belt is located in the base region, tensioning of the belt, wherein the belt runs in an arc over the load, causes an upwardly directed tensile force with which the belt acts on the retaining fitting and correspondingly moves the retaining fitting upwards relative to the rail into the locking position. Accordingly, in the relaxed state, when the carriage is in its release position, the belt can be easily displaced along the rail and brought to the optimum latching position in accordance with the respective load. When the belt is subsequently placed on the load and tensioned, the holding fitting is raised into its locking position and automatically fixed to the rail by the latching. This ensures that the belt maintains this optimal locking position for securing the load and does not move along the rail, as a result of which the interaction of belt and load and thus the securing of the load could be impaired.The desired latching is effected in that a carriage-side latching element interacts with a rail-side latching element, wherein the interacting latching elements typically create a positive fit between the rail and the carriage.The preparation of the cargo securing harness, namely the adaptation of a belt to the dimensions, shape and distribution of the respective cargo on the floor of the cargo space, can take place in the shortest possible time, which is economically advantageous. Because this assembly can be carried out as uncomplicated as possible, the probability is also increased that the belt of the cargo is also correctly applied in the sense of an optimum cargo securing, so that a considerable gain in safety can be achieved by means of the arrangement according to the invention in practical practice.The tension element is adjustable in length. For example, it may be a tension-proof element such as a chain, a rope or the like, which is wound on or unwound from a drum. A spring can act on the drum, so that the tension element can be unwound from the drum against the action of the spring. The drum can be motor-driven in a structurally more complicated manner, so that the drum is driven as required by means of suitable sensors and a control in order to wind or unwind the tension element. As an alternative to the use of a tension-resistant tension element, the tension element can be stretchable, e.g. in the form of a so-called expander cable or rubber cable, so that the tension element can be extended while overcoming the stretching forces inherent to it and automatically causes a tension force to act which tends to shorten the tension element.Accordingly, the tension element can be mounted in a fixed position at a specific location, with respect to the longitudinal direction of the rail, for example at a distance above the rail. Or it may be mounted in a fixed position elsewhere and run to a fixed deflection roller which is located at a distance above the rail. In both cases it is ensured that the tension element running from above--namely from the fastening point or from the deflection point--downwards to the belt exerts the desired upward tension force on the belt. A longitudinal movement of the slide along the rail to the respectively desired latching position causes a change in length of the tension element. In one embodiment considered advantageous, however, the arrangement is designed in such a way that the tension element is guided on a fitting which is movable parallel to the rail. In this way, the entire unit consisting of the belt, carriage, tension element and the fitting of the tension element is movable jointly. The tension element is therefore not prestretched, or is only slightly prestretched, by virtue of the fact that it enables the longitudinal movement of the carriage on the rail. The tensile forces possibly occurring during such a prestretching could otherwise cause an undesired, premature locking of the carriage on the rail and make the displacement of the carriage along the rail more difficult.The carriage can be longitudinally movably guided on the rail in virtually any desired manner. For example, the rail can have a T-shaped head section which is surrounded on the outside by the carriage. Advantageously, the arrangement can be designed in such a way that the carriage runs within the rail and the rail has an opening in the longitudinal direction, through which the retaining fitting and / or the belt extends during use. Due to the concealed housing of the carriage in the interior of the rail, the entire arrangement is less susceptible to faults. The retaining fitting may have a protrusion in the form of an eyelet, a bow or the like for connecting the belt thereto, and this protrusion may extend out of the rail through the opening, so that the belt adjoins the carriage outside the rail. For example, the opening can be designed as a slot which extends over the entire length of the rail, or the rail can have a plurality of slots in the longitudinal direction and accordingly be equipped with a plurality of carriages, such that each carriage is movable over a corresponding partial length of the rail. However, the belt can also extend into the interior of the rail and be fastened there to the carriage, so that the retaining fitting does not protrude from the rail.The carriage can assume its release position solely on account of its own weight. The arrangement can advantageously be designed in such a way that the carriage is urged spring-loaded into its lowered release position and the spring force is dimensioned and matched to the tension element in such a way that the spring force is stronger than the tension force acting on the carriage by the tension element via the belt. The springs counteract the tensile force of the tension element and hold the carriage in its release position, so that it can be displaced without difficulty along the rail even if the tension element is stretched to a certain extent and exerts a certain tensile force on the carriage. When the belt is tensioned, significantly higher tensile forces act on the holding fitting, which significantly exceed the spring force, so that the carriage is moved against the spring force into its raised locking position and the desired locking with the rail is achieved.The opening of the rail can be located in a section of the rail which extends obliquely to the vertical, for example at an angle of 45°, on the basis of the fact that the tensioned belt will in many cases extend not vertically upward but obliquely upward from the retaining fitting. However, the arrangement can advantageously be configured in such a way that the rail is open upwards in the vertical direction and the belt, in the non-tensioned state, is pulled upwards from the holding fitting in a substantially vertical direction by means of the tension element. This configuration of the arrangement is optimized for the belt to run substantially vertically when it is not tensioned, but is merely held upward away from the bottom by the tension element. The course of the belt vertically adjoining the holding fitting enables a maximum free, optimum access to the interior of the cargo space, so that neither the belt itself nor the tension element is in hindrance when loading or unloading the cargo space.The arrangement can be designed in such a way that the rail has a running surface pointing downward and the carriage bears from below in its lowered release position of this running surface. The running surface can lie in the horizontal or can also be designed as an inclined surface, so that a vectorial portion of the entire running surface is directed downward. In any case, in its release position, the carriage will bear against this running surface from below, with a type of chassis, the portion of the carriage on which the belt is fastened being movable vertically with respect to this chassis between the release position and the locking position.In this embodiment of the arrangement with a running surface pointing downward, the arrangement can be configured in such a way that the running surface of the rail and / or the region of the carriage which bears against the running surface is provided with a material with a sliding quality. In this context, it is referred to as "slippery" that the material in question has a lower frictional resistance or coefficient of friction than the base material of which the slide or rail is composed at this point, which would otherwise come into contact with the respective other component (rail / slide). For example, strips of plastic, e.g., high molecular weight low pressure polyethylene, can be used as such a slippery material.In the configuration of the arrangement with a downwardly facing running surface, the arrangement can be configured alternatively to the use of slippery material in such a way that the carriage has rollers which run on the running surface of the rail. In comparison to sliding friction, rolling friction allows a particularly low resistance in the relative movement between the rail and the carriage when the carriage is moved along the rail. This is particularly advantageous if the force for moving the carriage along the rail is applied at a great distance from the carriage and accordingly has to be transmitted indirectly via the tension element or via the belt to the carriage.If, for example, the movable cargo space is provided by a truck trailer which has a fixed, closed wall on one longitudinal side and a truck tarpaulin as a wall or a fixed wall provided with doors on the opposite longitudinal side, lateral access to the cargo space over the entire length of the cargo space is possible only from the opened truck tarpaulin or from the doors, so that this side of the cargo space is referred to as its access side. On this access side is the end of the belt which by means of a ratchet allows the belt to be tensioned, while the other end of the belt is fixed to the support bracket, namely the carriage, which is located close to the closed wall. This region close to the closed wall is practically inaccessible when the cargo space is filled with cargo, so that it is not possible to act as directly as possible on the carriage from a short distance. However, the simplest possible unimpeded mobility of the carriage along the rail allows, without problems, a movement of the belt to be transmitted to the retaining fitting and the carriage to be displaced along the rail and thus moved to a desired latching position.In particular, if the carriage is not in the visual range of the person using the arrangement, there is the possibility that the carriage is accidentally merely displaced as far as a position along the rail which does not correspond to one of the latching positions provided in terms of design. The application of tensioning forces in the belt in such a case leads to the carriage being lifted as far as possible and pressed against the rail, but without being completely lifted and guided into a latching position. Movements of the movable cargo space can later lead to forces acting on the carriage via the load and the belt, which forces move the carriage along the rail to a latching position, and the clamping forces acting on the carriage via the belt then lead to the carriage being raised into its locking position and the desired latching to the rail taking place.In order to enable a positive locking between the slide and the rail, the slide-side and the rail-side locking elements can be shaped almost as desired, provided they interact in favor of the positive locking. However, the arrangement can advantageously be designed in such a way that the carriage-side latching elements and / or the rail-side latching elements have contact surfaces which are designed as guide slopes and run in such a way that the carriage is guided into a latching position during the upward movement from its release position into its locking position. If the carriage is not displaced precisely to a predetermined latching position, the contact surfaces acting as guide slopes cause the carriage to be automatically moved to the latching position when it is moved upwards relative to the rail. When the belt is tensioned, the carriage is thus automatically moved into the desired locking position. Loosening of the belt can be avoided in this manner, which could otherwise occur if the carriage is first brought into an intermediate position during tensioning, as explained above, and is only later lifted more or less accidentally and moved into its locking position.If the slide-side and / or the rail-side latching elements have contact surfaces designed as guide slopes, these can be designed in many different shapes, for example as conically tapering pins which interact with correspondingly shaped receiving funnels. The arrangement can advantageously be configured in such a way that a rack runs next to the opening of the rail, which rack forms the rail-side latching elements and the teeth of which protrude downward, and that a rack is arranged on the carriage, which rack forms the carriage-side latching elements and the teeth of which protrude upward in such a way that they mesh with the downwardly protruding teeth of the rail when the carriage is in the raised locking position, wherein both the rail-side and the carriage-side teeth taper towards their respective free ends. The racks do not represent individual special parts, but can be purchased economically as a semi-finished product. They provide a plurality of locking positions immediately adjacent to one another and the probability that the two co-operating racks of rail and carriage are located in front of one another in such a way that the carriage cannot be raised into its locking position is extremely low.Arranging two gear racks on the carriage or on the rail facilitates the assembly of the arrangement because it is immaterial in which orientation the carriage is fitted or inserted onto or into the rail. Arranging two gear racks on both the carriage and on the rail ensures uniform force distribution, which is advantageous both with regard to wear reduction and in favor of high holding forces.The teeth tapering from the base to their free end may be formed to be pointed and angular (e.g. triangular). If necessary, they can be shaped obtusely and angularly (e.g. trapezoidal) in order to avoid premature wear and breaking off of material at the tooth tips, wherein this tooth shape, however, increases the possibility that, when the slide is lifted, two identical trapezoidal teeth are not located with their slopes but with their straight surfaces in front of one another and prevent a further lifting of the slide into the desired locking position, as has already been explained above. Advantageously, it can be provided that the teeth tapering towards their free end have a tooth shape rounded in a wave-like manner and, for example, the tooth rail has a flat base surface with which it abuts the slide or the rail, while on the side opposite the base surface it has a wave profile which forms the correspondingly rounded teeth.The invention further relates to a vehicle trailer, having a cargo space which is bounded by a floor and by walls, and having an arrangement according to the invention as explained above. In the case of a vehicle trailer having a loading space, the arrangement according to the invention for cargo securing makes possible the quickest possible and uncomplicated handling of the belt when adapting to the cargo respectively located in the loading space.In such a vehicle trailer, the tension element can be guided in such a way in one configuration that it exerts a tensile force acting substantially in the vertical direction on the belt above the rail. When the belt is relaxed, it is therefore pulled vertically upward from the rail and allows unimpeded access to an area on the floor of the cargo space that is as large as possible, so that loading and unloading as unhindered as possible is supported.The vehicle trailer can be configured in such a way that the cargo space is elongate and is bounded by two longitudinal walls, wherein a first longitudinal wall is configured as a closed wall and the other longitudinal wall is configured as an openable wall, and wherein the rail runs close to the first longitudinal wall. As has already been explained further above, in such a configuration of the vehicle trailer, the end of the belt is poorly accessible, which is fixed in the base region of the cargo space near the closed wall, which cannot be opened. By using the arrangement according to the invention, with the opposite wall on the access side opened, which wall may have doors or be designed as a truck tarpaulin, the belt on this access side of the cargo space can be manipulated and a movement can thereby be transmitted to the retaining fitting on the opposite side of the cargo space, so that the retaining fitting can be moved along the rail to a desired latching position.According to the invention, a method for securing cargo on the floor of a movable cargo space bounded by the floor and by walls can be carried out, in which• providing an arrangement according to the invention,• a first wall of the cargo space opposite the rail and the carriage is opened,• The end of the belt close to this wall is engaged and moved parallel to the rail, automatically moving the carriage, which is in its lowered release position, along the rail,• The movement of the belt is stopped when the carriage is at or near a predetermined stop position of the rail,• and then the belt is tensioned in such a way that upwardly directed tension forces act on the carriage, tending to pull the carriage into its raised locking position.The load may be positioned on the floor before or after the carriage is moved to the predetermined location of the rail. In any case, the tensioning of the belt takes place only when the load and the carriage are located at a respectively desired location, so that the belt, during the tensioning, bears against the load from above and presses it onto the ground. As a result, the belt at its end which adjoins the carriage introduces upwardly directed tensioning forces into the carriage, with the result that tensile forces which are directed upward by the belt act on the carriage.The carriage is raised relative to the rail and either brought into an intermediate position in which the cooperating latching elements of the carriage and of the rail prevent a further upward movement of the carriage, as explained above with reference to a toothed rack having obtuse-cornered teeth, or the carriage is raised up to its locking position in which the cooperating latching elements together provide the desired positive connection.The vehicle trailer may be configured to include an outer frame having a top surface and a groove extending therein, and the rail is received in the groove. This is advantageous in two respects: firstly, there is a supporting action for the rail against tilting forces which tend to tilt the rail about its longitudinal axis. Such tilting forces act on the rail when tensile forces act on the carriage in a direction deviating from the perpendicular and are accordingly transmitted from the carriage to the rail in a direction resulting therefrom deviating from the perpendicular. If the rail has an elongated opening at the top, the mentioned tilting forces can lead to the rail being spread open and the width of the opening increasing. Secondly, a disadvantageous, upwardly projecting protrusion is reduced, which the rail otherwise forms on the floor of the cargo space. Even if the rail projects slightly upwards over the floor surface, for example 1 to 3 mm, the floor can be used over its entire width where no carriage is located in the rail, for example in order to be traveled on or in order to be able to store cargo there.Such a vehicle trailer can advantageously be configured in such a way that the rail is completely accommodated in the groove. This means that the rail does not protrude beyond the top side of the outer frame and the above mentioned disruptive, upwardly protruding protrusion is completely avoided.Regardless of whether the rail is only partially or completely accommodated in the groove of the outer frame, the cross-sectional geometry of the groove can be selected such that the rail bears against the groove edge only along specific lines and is only supported outward there and is supported against the mentioned tilting forces. Alternatively, however, the vehicle trailer can be designed in such a way that the groove bears over the full surface of the rail. For example, for a rail with a square cross section, a groove with a correspondingly square cross section can run in the outer frame, so that the rail bears against the two lateral groove edges and the lower groove base and is optimally supported against tilting forces. In the case of a rail with a V-shaped cross section, the groove can have the same V angle and can advantageously be dimensioned so deep that the rail can completely enter the groove. Because the groove bears over the full surface of the rail, particularly stable fastening of the rail to the outer frame is made possible, whether for example by full surface adhesion or for example because the optimally large contact surface of rail and groove makes it possible to choose the position of welding points of an electrical resistance weld according to the best design aspects.Further features, details and advantages of the invention are evident from the wording of the claims and from the following description of exemplary embodiments on the basis of the purely schematic drawings. The following are shown: FIG. 1 shows a cross section through an outer frame of a truck trailer, including the rail and carriage of an arrangement for cargo securing,FIG. 2 is a perspective view of the assembly of FIG. 1, FIG. 3 is a side view of the carriage of FIG. 1, FIG. 4 is a perspective view of the carriage of FIG. 1, FIG. 5 is a longitudinal section through the rail and the carriage of FIG. 1, the carriage being in its release position; and FIG. 6 is a view similar to FIG. 5, with the carriage in its locking position.FIG. 1 shows a cross section through an outer frame 1 of a truck trailer, with a viewing direction in the longitudinal direction of the trailer, which corresponds in use to the direction of travel of the trailer. Welded to the outer frame 1 is a rail 2 in which a retaining fitting designed as a slide 3 is guided. The carriage 3 has a bracket 4 which extends upwards out of the rail 2 through an opening 5 and serves to fix a belt, which is designed as a tensioning belt, to the retaining fitting, wherein the belt and also a tension element, which exerts an upward-directed tension force on the belt in a manner known per se, are not shown in the drawing. In the illustrated embodiment, the floor of the cargo space of the truck trailer extends to the left from the outer frame 1, so that the mentioned upward pulling force from the bracket 4 acts either vertically upward or in a direction which is obliquely upward from the horizontal.In the exemplary embodiment shown, the rail 2 is designed as a steel sheet which is bent into a tube with a square cross section. The tube cross section is not closed, but leaves on the upwardly facing side of the rail 2 an opening 5 which forms a slot which extends over the entire length of the rail 2. On the inside of the rail 2, the tube forms a running surface 6 on each side of the opening 5, and the carriage 3 runs with rollers 7 on these two running surfaces 6. the carriage 3 is thereby pulled upwards to the running surfaces 6 by the fact that the upward tensile force exerted by the tensile element on the belt acts via the belt on the bracket 4 of the carriage 3 and thus pulls the carriage 3 upwards.FIG. 2 shows that the opening 5 is provided with a plurality of depressions 8 on its two edges, wherein in each case two depressions 8 are situated opposite one another on the two edges, such that in each case two such depressions 8 form a latching position 9 and a plurality of latching positions 9 adjoin one another along the entire rail 2. The depressions 8 form rail-side latching elements which cooperate with carriage-side latching elements which are designed as circular collars 10 which each extend around the bracket 4. It can be seen in FIG. 2 that the carriage 3 is raised into a locking position in which a collar 10 is raised in each case between two troughs 8 and is therefore fixed in a latching position 9 of the rail 2.In the exemplary embodiment shown, the outer frame 1 has a side cheek 15, an upper side 16 and a supporting edge 17. the outer frame 1 delimits the floor of the truck trailer mentioned, wherein the floor surface has floor panels, for example in the form of wooden beams, sandwich panels or the like, which each rest on the supporting edge 17 of the outer frame 1, such that the upper side 16 of the outer frame runs flush with the surface of the floor panels and the floor extends over the entire vehicle width, namely over the floor panels and on both sides over the respective upper sides 16 of the outer frames 1 provided there. Below the rail 2, in the exemplary embodiment shown, a V-shaped groove 18 runs in the upper side 16 of the outer frame 1, 1, and the rail 2 extends above the outer frame 1 and thus above the floor of the truck trailer.In contrast to the exemplary embodiment shown, the rail 2 can be embedded in the ground. For this purpose, a groove 18 can run in the upper side 16 of the outer frame 1, which groove is adapted to the dimensions of the rail 2 in such a way that the rail 2 is completely accommodated in the groove 18. In addition, the groove 18 can be adapted to the cross-sectional shape of the rail 2 in such a way that the rail 2 is supported against tensile forces which act on the carriage 3 in a direction deviating from the perpendicular and are accordingly transmitted from the carriage 3 to the rail 2 in a direction deviating from the perpendicular. For example, for a rail 2 with a square cross section, as shown in FIGS. 1 and 2, a groove 18 with a correspondingly square cross section can run in the outer frame 1, so that the rail 2 bears against the two groove edges and the groove base and is optimally supported against tilting forces which tend to tilt the rail 2 about its longitudinal axis.FIG. 3 shows the carriage 3 in a side view. The rollers 7 are supported at both ends of a chassis plate 11. The bracket 4 is firmly connected to a bracket plate 12 resting on the chassis plate 11 and extends further downwards through the bracket plate 12 and the chassis plate 11 where a counter plate 13 is fastened to each of the two ends of the bracket 4. Between the counter plates 13 and the chassis plate 11 there are compression springs 14 which in the exemplary embodiment shown are designed as disk springs and which tend to press the counter plates 13 downward away from the chassis plate 11. Against the action of the compression springs 14, the bracket 4 together with the collars 10 and the bracket plate 12 can be raised relative to the chassis plate 11.FIG. 4 shows the carriage 3 in a perspective view, wherein the compression springs 14 are not shown for reasons of clarity.FIG. 5 shows the carriage 3 within the rail 2, wherein the compression springs 14 are also not shown here. While the chassis plate 11 is supported by the rollers 7 on the running surfaces 6 of the rail 2, the compression springs 14 urge the counter plates 13 downwards, so that the bracket 4 together with the collars 10 and the bracket plate 12 is also urged downwards and this movement is limited by the bracket plate 12 coming to rest on the top of the chassis plate 11. It can also be seen from FIG. 5 that the plurality of depressions 8 delimiting the opening 5 creates a corresponding plurality of latching positions 9. Due to the action of the compression springs 14, the rail-side and the carriage-side latching elements, namely the depressions 8 and the collars 10, are held out of engagement, so that the carriage 3 can be moved longitudinally within the rail 2, the rollers 7 rolling on the tracks 6.The force with which the rollers 7 bear against the raceways 6 is determined by the tensile force with which the tension element acts via the belt on the bracket 4 of the carriage 3. The spring force of the compression springs 14 is matched to the tensile force in such a way that the spring force is greater than the tensile force, so that the rail-side and the carriage-side latching elements are reliably kept disengaged and the carriage 3 can be displaced along the rail 2 in its release position which can be seen from FIG. 5.FIG. 6 shows the carriage 3 in a similar illustration to FIG. 5, but in a position which is raised in comparison with FIG. 5 and is referred to as the locking position, because the rail-side and the carriage-side latching elements are in engagement with one another, in that the collars 10 of the carriage 3 have each been raised into the troughs 8 of the rail 2 at a latching position 9 and thus lock the carriage 3 positively on the rail 2 and secure it against movements in the longitudinal direction of the rail 2. The force for lifting the carriage 3 from the release position into the locking position is greater than the tensile force applied by the tension element and is applied when the belt is placed over the load and tensioned, so that the tension forces acting on the yoke 4 exceed the spring force of the compression springs 14 and the compression springs 14 are compressed, as can be seen from the comparison of FIGS. 5 and 6 and the respective positions of the counter plates 13.The invention is not limited to one of the above-described embodiments, but can be modified in many ways.All features and advantages which emerge from the claims, the description and the drawing, including structural details, spatial arrangements and method steps, can be essential to the invention both individually and in a wide variety of combinations.List of reference characters1 Outer frame 2 rail 3 carriage 4 bracket 5 opening 6 running surface 7 roller 8 trough 9 locking position 10 collar 11 chassis plate 12 bracket plate 13 counter plate 14 compression spring 15 side cheek 16 upper side 17 bearing edge 18 grooveReferences included in the specificationThis list of documents cited by the applicant has been produced in an automated manner and is only included for the better information of the reader. The list is not part of the German patent application or utility model application. The DPMA does not take any adhesion for any faults or omissions.Patent Literature citedDE 101 38 771 B4

[0002]

Claims

Arrangement for cargo securing in a movable cargo space bounded by a floor and by walls, • with a belt which can be tensioned transversely through the cargo space and can be placed against it during use of the cargo, o which belt can be secured in the floor region in each case close to two opposite walls by means of two retaining fittings, • and with a tension element, ◯ which adjoins the belt between the two retaining fittings ◯ and is configured to exert an upward-directed tension force on the belt, which tension force leads away from the floor during use, characterized in that • the belt, in the non-tensioned state together with the retaining fittings, can be displaced along the two walls, • a retaining fitting, referred to as a slide (3), is guided along one of the two walls by means of a rail (2) and is movable in the longitudinal direction of the rail (2), • the slide (3) is additionally movable in height relative to the rail (2), ◯ wherein the carriage (3) is longitudinally movable relative to the rail (2) in its lowered position referred to as the release position, • and the carriage (3) and the rail (2) form a plurality of latching positions (9), which are arranged distributed in the longitudinal direction of the rail (2), in cooperation by means of carriage-side latching elements and rail-side latching elements, o and are configured in such a way that a carriage-side latching element cooperates with a rail-side latching element in the raised position referred to as the locking position of the carriage (3) and blocks the carriage (3) with respect to a longitudinal movement along the rail (2).Arrangement according to claim 1, characterised in that the tension element is guided on a fitting which is movable parallel to the rail (2).Arrangement according to claim 1 or 2, characterised in that the carriage (3) runs within the rail (2) and the rail (2) has an opening (5) in the longitudinal direction, through which the retaining fitting and / or the belt extends during use.Arrangement according to one of the preceding claims, characterized in that the carriage (3) is urged spring-loaded into its lowered release position and the spring force is dimensioned and matched to the tension element in such a way that the spring force is stronger than the tension force acting from the tension element via the belt on the carriage (3).Arrangement according to one of the preceding claims, characterized in that the rail (2) is open upwards in the vertical direction and the belt, in the non-tensioned state, is pulled upwards from the holding fitting in a substantially vertical direction by means of the tension element.Arrangement according to one of the preceding claims, characterized in that the rail (2) has a running surface (6) pointing downwards and the carriage (3) bears from below in its lowered release position of this running surface (6).Arrangement according to claim 6, characterised in that the running surface (6) of the rail (2) and / or the region of the carriage (3) which bears against the running surface (6) is provided with a material with a low level of lubricity.Arrangement according to claim 6, characterised in that the carriage (3) has rollers (7) which run on the running surface (6) of the rail (2).Arrangement according to one of the preceding claims, characterized in that the carriage-side latching elements and / or the rail-side latching elements have contact surfaces which are designed as guide slopes and run in such a way that the carriage (3) is guided into a latching position during the upward movement from its release position into its locking position.Arrangement according to claim 9, characterised in that • a rack extends next to the opening (5) of the rail (2), which rack forms the rail-side latching elements and the teeth of which protrude downwards, • and that a rack is arranged on the carriage (3), which rack forms the carriage-side latching elements and the teeth of which protrude upwards in such a way that they mesh with the downwardly protruding teeth of the rail (2) when the carriage (3) is in the raised locking position, • wherein both the rail-side and the carriage-side teeth taper towards their respective free ends.A vehicle trailer comprising a cargo space bounded by a floor and walls and an assembly according to any preceding claim.Vehicle trailer according to claim 11, characterised in that the tension element is guided in such a way that it exerts a tension force acting substantially in the vertical direction on the belt above the rail (2).Vehicle trailer according to claim 11 or 12, characterised in that the cargo space is elongate and is bounded by two longitudinal walls, wherein a first longitudinal wall is designed as a closed wall and the other longitudinal wall is designed as an openable wall, and wherein the rail (2) runs close to the first longitudinal wall.Vehicle trailer according to one of Claims 11 to 13, characterized in that the vehicle trailer has an outer frame (1) with an upper side (16) and a groove (18) running therein, and the rail (2) is accommodated in the groove (18).Vehicle trailer according to claim 14, characterised in that the rail (2) is completely accommodated in the groove (18).Vehicle trailer according to claim 14 or 15, characterised in that the groove (18) bears over the full surface of the rail (2).

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