Cargo transport vehicle for swap bodies

Abstract

Freight transport vehicle (1000) for swap bodies (900) with - a container support (1300) for at least partially resting a swap body located in a container transport position (PT) on at least one support surface (1315, 1315') of the container support (1300), and - a transport securing device for fixing swap bodies (900) on the container support (1300), wherein - the cargo transport vehicle (1000) has a vehicle center axle (AF), and - which at least one support surface (1315) is arranged laterally offset to the vehicle's central axis (AF), characterized by the fact that - at least one first internally engaging transport securing device (1400) and at least one first externally engaging transport securing device (1500) are arranged on at least one first support surface (1315) formed by the at least one container support (1300) such that the first internally engaging transport securing device (1400) is arranged on a side of the at least one first support surface (1315) facing the vehicle's central axis (AF) and the first externally engaging transport securing device (1500) is arranged on a side of the at least one first support surface (1315) facing away from the vehicle's central axis (AF), and - that at least one second internally engaging transport securing device (1400') and one second externally engaging transport securing device (1500') are arranged on at least one second support surface (1315') formed by the at least one container support (1300) such that the second internally engaging transport securing device (1400') is arranged on a side of the at least one second support surface (1315') facing the vehicle's central axis (AF) and the second externally engaging transport securing device (1500') is arranged on a side of the at least one second support surface (1315') facing away from the vehicle's central axis (AF).

Description

[0001] The invention relates to a cargo transport vehicle for swap bodies.

[0002] Cargo vehicles typically have a driver's cab at the front and a cargo area behind the cab, extending along a central axis to the rear. Cargo vehicles can also be trailers, which also have a central axis extending from the front to the rear. Trailers typically have coupling elements at the front, such as drawbars or tow hitches, for attaching them to a towing vehicle.

[0003] In the case of swap body vehicles, one or more swap bodies can be stored on the loading area and fixed to the vehicle using a transport securing device to enable safe transport of the one or more swap bodies.

[0004] For loading and unloading swap bodies, freight vehicles can have at least one sliding platform. This platform can be moved along the vehicle's longitudinal axis between a container loading position and a container transport position. In the loading position, a swap body to be loaded is connected to the platform. A drive mechanism—such as a loading device—can move the platform, along with the swap body, from the loading position to the container transport position along the vehicle's longitudinal axis. In the container transport position, the swap body rests at least partially on a container support of the freight vehicle and can be secured to the vehicle. The swap body can also be moved from the container transport position to the loading position for unloading from the freight vehicle.The charger can be part of the transport vehicle or provided externally – for example, by a truck equipped with a charger. The swap body is typically connected to the sled, which is in the container placement position, for loading or disconnected for unloading using a roll-off tipper.

[0005] Typically, a container loading position is located at the rear of the freight vehicle, and a container transport position is located at the front. There are also freight vehicles that can be loaded with a swap body at both the front and the rear. In this case, both the front and the rear of the vehicle can have a container loading position and a container transport position.

[0006] To secure a swap body in the container transport position on the transport vehicle, transport restraints are used that clamp the swap body against the container support by friction and / or engage positively in a recess in the swap body. It is also known to additionally secure the swap body in the container transport position by securing the carriage on the transport vehicle by means of locking devices specifically designed for the carriage, preventing movement on the transport vehicle.

[0007] Swap bodies have a subframe formed from longitudinal and / or transverse beams, which, when the swap body is in a transport position on the transport vehicle, supports it on the vehicle's container support. The containers can differ in the cross-sectional geometries of the beams used for the subframe. This results in varying conditions for securing a swap body to the transport vehicle's container support. Therefore, it is necessary to select a suitable transport vehicle in advance, one whose transport securing system is appropriate for that specific swap body.Examples of known cross-sectional shapes of longitudinal and / or transverse beams of swap bodies include I-beams - which have a T-shaped top chord and a T-shaped bottom chord and can therefore also be referred to as double-T beams - and U-beams - in which one side of the profile is open.

[0008] The object underlying the invention is to offer an improved cargo transport vehicle.

[0009] According to the invention, a transport vehicle for swap bodies is provided, comprising a container support and a transport securing device for fixing swap bodies to the container support. The container support is designed such that a swap body in a container transport position rests at least partially on at least one support surface of the container support. The swap body rests on a container support of the transport vehicle, and the swap body can rest on a single support surface formed by the container support or on a plurality of support surfaces formed by the container support.

[0010] The container support is at least one component—such as at least one longitudinal beam and / or at least one transverse beam and / or at least one component flanged to a beam, such as a plate or the like—on which a swap body can rest, at least partially, in a container transport position. The support surface refers to the upper surface of a container support designed for the resting of a swap body. A beam of a swap body's subframe resting on the support surface may project beyond the support surface or only partially cover it. A container support may have multiple support surfaces, which need not be directly connected to one another.

[0011] A freight transport vehicle typically has at least two container supports, offset laterally on both sides of the vehicle's central axis, which form at least two support surfaces on which a swap body rests with an underside of a support of a subframe during transport.

[0012] In this description, a transport lock is defined as an element whose function is to secure a swap body and which, to perform this function, is moved from a releasing position to a locking position. A transport lock can be—as will be described in more detail below—for example, a movable claw with a free end of a hook section or a sliding flat bar. A kinematic mechanism can be arranged between the drive and the transport lock to transmit and / or amplify a movement and / or force exerted by the drive on the locking claw, in order to move the locking claw from a releasing position to a locking position and / or to amplify a clamping force exerted by the locking claw on the swap body or on a support of the swap body to secure the swap body.

[0013] The cargo vehicle has a central axis. The central axis runs along the center of the cargo vehicle along a longitudinal axis.

[0014] At least one of the support surfaces of the cargo transport vehicle is arranged laterally offset from the vehicle's central axis.

[0015] The cargo transport vehicle comprises at least one first internally engaging transport securing device and one first externally engaging transport securing device. The first internally engaging transport securing device and the first externally engaging transport securing device are arranged on at least one first support surface formed by at least one container support such that the first internally engaging transport securing device is arranged on a side facing the vehicle's central axis – i.e., an inner side – of the at least one first support surface, and the first externally engaging transport securing device is arranged on a side facing away from the vehicle's central axis – i.e., an outer side – of the at least one first support surface.If there is exactly one first support surface - i.e., if a support of a subframe of a swap body rests on the top of a container support - then the first internally engaging transport securing device and the first externally engaging transport securing device are arranged on opposite sides of the one first support surface.

[0016] One internally engaging transport securing device and one externally engaging transport securing device can be arranged in pairs on the cargo transport vehicle.

[0017] As will be shown in more detail later, it is advantageous if the first internal transport securing device and the first external transport securing device are longitudinally spaced apart. This ensures that the transport securing devices are not diametrically opposed to each other at the first contact surface. Given this longitudinal spacing, a lateral stop surface can be provided on the side of each contact surface opposite the respective transport securing device. This limits the lateral movement of a support beam of a subframe of a modular beam extending across the first contact surface by means of a lateral stop surface.

[0018] It is particularly advantageous if each externally acting transport restraint is opposed by a corresponding lateral stop surface, i.e., if a lateral stop surface limits the slippage of a swap body towards the vehicle's central axis. In this case, the lateral stop surface can also be referred to as an internal stop surface. Preferably, a component forming a corresponding internal stop surface is designed such that it simultaneously acts as a container centering device for a swap body. For this purpose, each component has a surface facing the swap body during transport, which is inclined towards a support surface opposite the respective stop surface. The inclined surface slopes down towards the respective support surface opposite the internal stop surface.If a swap body slips from the support surface formed by at least one container support while being moved from the container placement position to the container transport position, the inclined surface of the container centering ensures that the swap body is returned to the support surface formed by at least one container support.

[0019] The first internal and the first external transport securing device can be used individually—either the first internal or the first external transport securing device—to secure a swap body, or together to secure the swap body from both the inside and the outside. When the transport securing devices are used together, the longitudinal distance between the first internal and the first external transport securing device offers the additional advantage of distributing the force required to secure the subframe over a larger area. In particular, the holding force required by each individual transport securing device to secure the swap body is lower when both internal and external securing devices are used.

[0020] Preferably, the distance between each transport restraint and each lateral stop surface is such that a support beam of a swap body's subframe, extending across a first support surface, has a certain amount of lateral play as long as the respective transport restraint does not secure the swap body. This reduces the risk of a subframe support beam becoming jammed between a transport restraint and a lateral stop surface during loading or unloading of a swap body. It also allows swap bodies with support beams of varying widths on their subframes to be loaded and unloaded on the transport vehicle. Swap bodies, and in particular their subframes, may also be deformed.Deformed subframes, for example those bent transversely to the longitudinal axis of a freight vehicle, also require a sufficiently large distance between each transport restraint and its respective lateral stop surface. By selecting a suitable distance between each transport restraint and its respective lateral stop surface, even deformed swap bodies can be loaded and secured in a container transport position using the transport restraints.

[0021] A longitudinal beam of a swap body's subframe can extend across multiple support surfaces formed by several container support surfaces. In this case, each support surface preferably has a transport securing device on one side and a lateral stop surface on the opposite side. The multiple support surfaces can be aligned in a common plane – that is, their central axes can be arranged on a common longitudinal axis of the transport vehicle.

[0022] The multiple support surfaces do not need to be aligned; their central axes can be arranged on different longitudinal axes of the transport vehicle. In this case, it must be ensured that the respective support surfaces provide sufficient support for a beam of a subframe of a swap body. Preferably, the lateral offset between the central axes of two support surfaces is no greater than half the width of a support surface.

[0023] Furthermore, the cargo transport vehicle comprises at least one second internally engaging transport securing device and one second externally engaging transport securing device. The second internally engaging transport securing device and the second externally engaging transport securing device are arranged on at least one second support surface formed by at least one container support such that the second internally engaging transport securing device is located on a side facing the vehicle's central axis – i.e., an inner side – of the at least one second support surface, and the second externally engaging transport securing device is located on a side facing away from the vehicle's central axis – i.e., an outer side – of the at least one second support surface.

[0024] The first internally engaging transport securing device and the first externally engaging transport securing device are arranged transversely to the vehicle's central axis on opposite sides of at least one first support surface. A support or similar component of the swap body's subframe, located on a side of the swap body facing downwards towards the freight transport vehicle relative to the swap body, extends longitudinally across the at least one first support surface – i.e., between the first internally engaging transport securing device and the first externally engaging transport securing device.

[0025] Accordingly, the second internally engaging transport securing device and the second externally engaging transport securing device are also arranged on opposite sides of at least one second support surface. The at least one second support surface – on which a swap body in a container transport position rests at least partially – is therefore located, viewed transversely to the vehicle's central axis, between the second internally engaging transport securing device and the second externally engaging transport securing device.

[0026] An internally engaging transport securing device and an externally engaging transport securing device are designed to fix a swap body resting on a respective support surface, both from the inside and from the outside. In particular, such an arrangement is designed to fix a respective component of the swap body resting on a respective support surface – such as a longitudinal beam of a subframe extending in the longitudinal direction of the vehicle – from the inside or from the outside, or from both the inside and the outside.

[0027] An internally engaging transport securing device and an externally engaging transport securing device can also be arranged on two support surfaces. These two support surfaces can be formed by one or two container supports. In this case, the two support surfaces are arranged such that a longitudinally extending support beam of a swap body's subframe spans both support surfaces, and the internally engaging transport securing device is located on the inside of one support surface, while the externally engaging transport securing device is located on the outside of the other container support.

[0028] Preferably, the container supports are arranged in such a way that they allow lateral movement of a longitudinally extending support beam of a swap body's subframe. This allows swap bodies with beams of varying widths to be mounted on the transport vehicle without the risk of jamming.

[0029] In this sense, “inside” refers to the inside of a swap body, in particular the inside of a subframe, and “outside” refers to the outside of a swap body, in particular the outside of a subframe.

[0030] Typically, the beams of a swap body subframe have a web, as well as an upper chord and a lower chord. The web connects the upper and lower chords. The lower chord is the part of the beam on which a swap body rests on at least one bearing surface.

[0031] An internally engaging transport securing device is arranged so that it engages the upper surface of the bottom chord on its inner side, while an externally engaging transport securing device is designed to engage the surface of the bottom chord on its outer side. In alternative embodiments, an angle bracket or flat bar is welded to the inside of a swap body, particularly to the inside of a subframe, and an internally engaging transport securing device engages a surface of this angle bracket or flat bar.

[0032] A transport lock is used to secure a swap body by moving it from a releasing position to a locking position. This movement can be achieved by pivoting or sliding. A transport lock thus moves from the releasing position towards the swap body, at least with one component designed to engage it, in order to assume the locking position. A transport lock can be formed by a locking claw that pivots from a releasing position to a locking position – i.e., performs a rotational movement around a pivot point.Transport securing can also be implemented by a locking bar - such as a flat iron or the like - which is moved from a releasing position via a translational movement into a locking position, in which the locking bar engages positively in a corresponding recess on the subframe of the swap body.

[0033] In this sense, an internally acting transport securing device for fixing a swap body in relation to the transport vehicle is to be moved outwards - i.e. in a direction away from the transport vehicle - and an externally acting transport securing device for fixing a swap body in relation to the transport vehicle is to be moved inwards - i.e. in a direction towards the transport vehicle.

[0034] The first aspect solves the problem by providing a freight transport vehicle with at least one internal and at least one external transport securing device that can fix a swap body or a support of a subframe of the swap body for transport both from a direction facing the vehicle's central axis - i.e., on an inside of the swap body - and from a direction away from the freight transport vehicle - i.e., on an outside of the swap body or a support of a subframe of the swap body.

[0035] The inventors recognized that all different types of swap bodies known, at least from Europe, can be divided into a dichotomous classification of "internally secured" and "externally secured" swap bodies. In this sense, the inventors considered it particularly advantageous if a freight vehicle could secure swap bodies both internally and externally, thus enabling it to transport all swap bodies used in Europe without requiring prior assurance of compatibility between the freight vehicle and the swap bodies to be transported.

[0036] In a further preferred embodiment of the transport vehicle, to secure a swap body to the transport vehicle, either at least the first inner or at least the first outer transport securing device must be optionally moved into the locking position. Preferably, all inner transport securing devices or all outer transport securing devices can be moved into the locking position.

[0037] Depending on the geometric characteristics of the subframe of a given swap body, either only internal or only external transport restraints can be used to secure the swap body. For example, if the subframe of a swap body to be secured is formed by longitudinal beams with a U-profile, where the opening of the U-profile is on the inside of the swap body, then an internal transport restraint can engage with the U-profile and thus with the surface of the bottom flange. In this case, the side of the swap body facing away from the swap body—i.e., the outside—is formed only by a vertical profile wall of the U-profile, so an external transport restraint cannot engage with the top surface of the bottom flange on the outside of the beam.In a preferred embodiment, an internally engaging transport securing device and an externally engaging transport securing device form a transport securing device pair. Each transport securing device pair is associated with at least one support surface formed by at least one container support.

[0038] A transport locking pair enables both internal and external locking of a swap body to a freight vehicle. A transport locking pair can also enable simultaneous internal and external locking – i.e., locking on both sides – of a swap body to the freight vehicle.

[0039] In another preferred embodiment, at least the first internally engaging transport restraint and the first externally engaging transport device are offset from each other in the longitudinal direction of the vehicle – i.e., they have a longitudinal distance from each other. This results in a simplified design of a transport restraint pair. As already mentioned at the beginning, a lateral stop surface can be arranged relative to each transport restraint due to the longitudinal distance.

[0040] Furthermore, the space required for an internally engaging and an externally engaging transport securing device – positioned diametrically opposite each other on a given contact surface – may be insufficient, potentially necessitating modifications to the transport vehicle and / or the transport securing devices. These necessary modifications are reduced by maintaining a longitudinal distance between at least the first internally engaging and at least the first externally engaging transport securing device. Particularly when considering the use of existing solutions for drive systems, kinematics, and transport securing devices, this longitudinal distance ensures sufficient installation space to mount existing solutions on a given contact surface of a container support without requiring significant modifications to the transport vehicle.

[0041] In a further preferred embodiment, the respective transport securing devices of a transport securing device pair have a longitudinal distance of up to 1000 mm, preferably up to 500 mm, and more preferably up to 300 mm from each other.

[0042] Transport securing devices not belonging to a transport securing device pair – such as a transport securing device of a first transport securing device pair and a transport securing device of a second transport securing device pair, which are located on the same side of the vehicle – may have a longitudinal distance in a range of 240 mm to 13400 mm.

[0043] In a preferred embodiment of the load-carrying vehicle, at least the first internally engaging transport restraint and at least the first externally engaging transport restraint are operatively connected to their respective drives and dedicated kinematics. The drive can be a mechanical drive—such as a spindle drive—an electronic drive, a pneumatic drive, or a hydraulic drive. Pneumatic braking systems are typical for commercial vehicles, so the advantage here is to operate a pneumatic drive using the compressed air that is already required as the working medium for the pneumatic braking system. The drive can be a rotary drive. Preferably, the drive is a linear drive.

[0044] The kinematics are connected to the drive in such a way that a defined movement of the drive can be transferred in a defined manner to a respective transport lock, moving the transport lock from the releasing position to the locking position and vice versa. In the releasing position, each transport lock is positioned on a respective support surface in such a way that a swap body can move unhindered across the support surface in the longitudinal direction of the vehicle. This enables the unhindered loading of a swap body onto a freight vehicle and the unloading of a swap body from a freight vehicle, during which the swap body must move along the vehicle's central axis over at least one container support.

[0045] Preferably, a drive, a kinematic system and a transport safety device as described in DE 10 2022 132 865 A1 are included. Fig. 1 or in Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. 6 described in detail. Alternatively, the drive, kinematics and transport securing mechanism can also be designed as described in DE 44 12 085 in Fig. 1, Fig. 2, Fig. 3, Fig. 4, Fig. 5 to Fig. 6 described as being executed

[0046] In a further preferred embodiment, at least one first transport securing pair - comprising the first internally engaging transport securing device and the first externally engaging transport securing device - is laterally offset towards a first side of the cargo transport vehicle to the vehicle's central axis, and a second transport securing pair - comprising the second internally engaging transport securing device and the second externally engaging transport securing device - is laterally offset towards a second side of the cargo transport vehicle opposite the first side to the vehicle's central axis.

[0047] Preferably, two transport securing pairs are arranged on each side of the vehicle's central axis. Each transport securing pair is associated with at least one support surface formed by at least one container support. The transport securing pairs, which are laterally offset in the same direction to the vehicle's central axis, are longitudinally spaced apart from each other. Preferably, the transport securing pairs are arranged symmetrically on the freight vehicle with respect to the vehicle's central axis. This results in optimal fixation of a swap body on the freight vehicle, so that the swap body, when fixed on the freight vehicle, can neither slip longitudinally or laterally nor rotate on the freight vehicle.

[0048] In another preferred embodiment, at least one drive unit, operatively connected to an internally engaging transport securing device, is arranged on a side of the transport vehicle facing downwards relative to the vehicle's central axis – i.e., on its underside. The arrangement of the internally engaging transport securing device on a side of a respective support surface facing the vehicle's central axis allows the drive unit to be positioned on the underside of the transport vehicle and in relatively close proximity to the respective support surface, thus utilizing available installation space.

[0049] Alternatively, at least one drive connected to an internally engaging transport securing device can be arranged on a side of the cargo transport vehicle facing away from the vehicle's central axis - i.e., on an outside.

[0050] In a further preferred embodiment, at least one drive unit, operatively connected to an externally engaging transport restraint, is arranged on a side of the cargo vehicle facing away from the vehicle's central axis – i.e., an outside side. The arrangement of the externally engaging transport restraint on a side of a respective support surface facing away from the vehicle's central axis allows the drive unit to be positioned on an outside side of the cargo vehicle and in relative proximity to the respective support surface. By means of a component specifically designed for the drive unit – such as a sheet metal part serving as an adapter between the drive unit and the cargo vehicle – the drive unit can thus be attached to the outside of the cargo vehicle in a particularly simple manner.

[0051] Alternatively, at least one drive connected to an externally acting transport securing device can also be arranged on a side of the transport vehicle facing downwards in relation to the transport vehicle - i.e., an underside.

[0052] In a further preferred embodiment, at least one transport securing device has a locking claw with a free end. The transport securing device is designed such that, in a locking position, the free end engages in a support of a swap body that rests at least partially on a support surface associated with the respective transport securing device, or in a recess on a swap body. For this purpose, a kinematic mechanism operatively connected to the respective transport securing device is designed to transmit a movement output by a drive – such as a translational movement – ​​to the transport securing device in such a way that the locking claw is moved from the releasing position to the locking position.

[0053] Preferably, all transport securing devices have a locking claw with a free end.

[0054] In a further preferred embodiment, a rotatably mounted eccentric clamping element is arranged at the free end of the locking claw. The clamping element projects beyond a free end of a hook part and is designed to rest against a support of a swap body in the locking position or to engage in a recess of a swap body.

[0055] Preferably, all transport securing devices have a hook part with a clamping element arranged at a free end of the hook part.

[0056] The clamping element provides improved grip for the free end of a locking claw on a carrier of a swap body. In particular, the clamping element improves the contact of the locking claw with the bottom flange of the carrier. Due to its eccentric shape, the portion of the clamping element located further from the axis of rotation of the clamping element forms an angle between the bottom flange and a web of the carrier, thus preventing the free end of the locking claw from slipping off the bottom flange of the carrier.

[0057] Optionally, the locking claw is equipped with a rotatably mounted eccentric clamping body at its free end, as shown in DE 10 2022 132 865 A1. Fig. 1 and Fig. 7, Fig. 8, Fig. 9 to Fig. 10 described and executed.

[0058] In further advantageous embodiments of the clamping body, it is characterized in that a circumferential surface of the clamping body is provided with a surface or coating that increases friction and / or reduces wear and / or the circumferential surface of the clamping body is provided with a structured surface and / or The circumferential surface of the clamping body is provided with a hard metal coating.

[0059] In a further preferred embodiment, the load-carrying vehicle has at least one carriage and at least one longitudinal beam extending in the longitudinal direction of the vehicle, with a track. Along the track, the at least one carriage can be moved from a container placement position to a container transport position and vice versa.

[0060] The track extends from a container loading position of the sled at the rear of the vehicle in the longitudinal direction of the vehicle to a container transport position of the sled at the front of the vehicle. A swap body can be loaded onto the freight vehicle using the at least one sled. For this purpose, the at least one sled is in the container loading position and is arranged so that a swap body can be connected to the at least one sled. For example, a swap body with a designated component – ​​such as rollers – can be placed into a corresponding recess in the sled. The sled can be moved along the longitudinal direction of the vehicle by means of a loading device and thus moved between the container loading position and the container transport position.The transport vehicle can have its own charger, or the charger can be provided externally – for example, by a truck equipped with a charger. Typically, a swap body is placed onto the sled – which is in the container loading position – by a roll-off tipper. As the sled moves from the container loading position along the length of the transport vehicle towards the container transport position, it pulls a swap body connected to the sled along the vehicle. Once the sled (or at least one) has reached the container transport position, the swap body rests on at least one container support of the transport vehicle and can be secured by the transport restraints.Similarly, the swap body can also be moved from the container transport position to the container placement position via the rail system using at least one sled and a loader, and unloaded there using a roll-off tipper.

[0061] In other configurations, the cargo vehicle can have a container loading position at the front and a container transport position at the rear. In still other configurations, the cargo vehicle can have a container loading position and a container transport position at both the front and the rear.

[0062] The longitudinal beam's track has an upper section on which the carriage is guided. This upper section can, for example, be T-shaped and connected to a T-shaped lower section, making the longitudinal beam an I-beam. In the transverse direction of the upper section, it is preferably curved, so that the carriage—for example, with a roller adapted to the shape of the upper section—is centered and securely guided laterally. The shape of the upper section also reduces friction between the track and the carriage. In particular, the shape of the upper section effectively prevents the carriage from lifting off the track.

[0063] Preferably, the track has at least one upwardly curved, arc-shaped track section and at least one downwardly curved, arc-shaped track section. The at least one upwardly curved track section allows the carriage – which is moved from the container loading position with a swap body mounted on it along the track to the container transport position – to overcome a vertical height difference. The at least one upwardly curved track section has a minimum arc length of 0.1 m. The path of the at least one upwardly curved track section is defined by a bending radius or by several bending radii, all of which are greater than 0.3 m.

[0064] The curved track sections allow for continuous movement of the sled along the track, thus enabling a continuous delivery of tractive force from a sled drive or a loader. This simplifies the loading of the swap body. In this sense, smooth movement of a sled and a swap body along the vehicle's central axis from the container loading position to the container transport position is possible.

[0065] The upward and downward curved sections of the track allow the carriage to reach a low container placement position, thus simplifying the loading of a swap body onto the carriage. When the carriage is moved from the container placement position towards the container transport position, it must overcome at least one upward curved section. This is facilitated by the continuous shape – that is, a shape without sudden jumps or interruptions – of the track.

[0066] A downward-curved section of railway track can connect directly to an upward-curved section of railway track, thus forming an S-shaped section of railway track, or it can be connected to the upward-curved, arc-shaped section of railway track via a straight or curvature-free section.

[0067] A railway line can also have several S-shaped railway sections.

[0068] In a further preferred embodiment, the track has a first track section facing the container placement position and a second track section facing the container transport position. The first track section extends from the container placement position to a highest point of the track, and the second track section extends from the highest point of the track to the container transport position.

[0069] The first section of the track has a downward slope towards the container loading position at the rear of the vehicle. This means that, viewed vertically, the container loading position at the rear of the vehicle is located below the container transport position at the front. At the container loading position, the first section of the track has an initial incline. The container transport position is located – viewed from the front of the vehicle towards the rear – just behind a fender and is approximately at the height of the top edge of a rear wheel of the transport vehicle. This allows for a low container loading position. However, in order to move the sled to the container transport position, the track must raise the sled above the height of the wheels or fenders.For this reason, the gradient is so steep that the first section of the rail can rise over a rear fender. To keep the length of the freight vehicle as compact as possible, it is advantageous for the first section of the rail to drop as steeply as possible over the fender, so that the container loading position is located just behind the fender. Preferably, the container loading position – viewed from the front of the vehicle towards the rear – is located no more than 1000 mm behind a rear axle of the freight vehicle. In typical freight vehicles, a container loading position can be located between 1300 mm and 1400 mm behind a rear axle. In freight vehicles designed as tandem trailers, a container loading position can be located up to 2800 mm behind a rear axle.

[0070] The first gradient is greater than the second greatest gradient of the second track section extending from the highest point of the track to the container transport position. This preferably allows the container support to be lower than the lowest point of the second track section.

[0071] The track preferably has a low-lying container loading position, which is at most 1500 mm, and preferably at most 700 mm, away from the lower edge of the wheels. Typical freight transport vehicles have vertical distances between a container loading position and the lower edge of the wheels in the range of 700 mm to 1200 mm. Looking from the container loading position towards the container transport position, the first track section follows the container loading position and is preferably an upwardly curved track section. This allows the carriage to overcome a height difference from the low container loading position to reach at least the height of the container transport position. Preferably, the highest point of the upwardly curved track section is above the height of the container transport position.Preferably, the length of the upwardly curved, arcuate track section is at least 50% of the track length. This upwardly curved, arcuate track section is preferably followed by a downwardly curved, arcuate track section. This allows the carriage to descend to the level of the container transport position. Preferably, the downwardly curved, arcuate track section is followed by a section with a gradient of zero – i.e., an essentially horizontal section – which terminates at the container transport position. This ensures that the carriage, when in the container transport position, is supported in a straight section of the track.

[0072] The low container placement position significantly simplifies the loading of a swap body onto the freight transport vehicle.

[0073] In an alternative design, a freight vehicle – such as a semi-trailer – can be configured to transport two swap bodies. For this purpose, the freight vehicle can have two carriages whose container transport positions are located centrally on the vehicle when viewed longitudinally. Accordingly, the freight vehicle has a container loading position at the front and a container loading position at the rear. In this case, the freight vehicle has at least one longitudinal rail with two upwardly curved rail sections, with one upwardly curved rail section being located between each container loading position and a container transport position. Thus, each of the two carriages must pass through the upwardly curved rail section when moving from the container loading position to the container transport position.This can serve two purposes: firstly, to achieve a low container loading position, thus simplifying the loading of a swap body. This necessitates raising the carriage over a mudguard to allow it to move freely along the track. Secondly, the two upward-curved track sections act as a safeguard against the carriages slipping out of the container transport position, as overcoming these sections requires increased force. In this sense, the upward-curved track sections act as stops for the carriages, preventing unintentional movement from the container transport position towards the container loading position.In this embodiment, the container mounting position is located at most 3200 mm behind either the front or rear axle of the transport vehicle. The front axle and / or the rear axle can be a tandem axle. Preferably, the length of the upwardly curved track sections is at least 20% of the track length.

[0074] In a further preferred embodiment, the container placement position is arranged below the container transport position. The container placement position has a vertical distance of at least 100 mm from the container transport position, preferably a vertical distance of at least 120 mm, and more preferably up to 400 mm. The vertical distance is defined as a positive value measured from the container transport position towards the underside of the transport vehicle. A positive value for the vertical distance therefore means that the container placement position is arranged below the container transport position.

[0075] This provides a low and easily accessible container placement position, thus simplifying the loading of a swap body.

[0076] In another preferred embodiment, the cargo transport vehicle has more than two, preferably four, transport securing pairs.

[0077] Preferably, two pairs of transport securing devices are arranged on each side of the vehicle. This allows a swap body to be securely fixed against slipping on the freight transport vehicle.

[0078] A freight vehicle can also have four pairs of securing devices on each side, resulting in a total of eight securing devices. This allows two swap bodies to be secured to the freight vehicle using four securing devices each – that is, two securing devices on each side.

[0079] In another preferred embodiment, the load transport vehicle has a container placement position or a container transport position at the front of the vehicle and a container transport position or a container placement position at the rear of the vehicle, or has both a container placement position and a container transport position at the front of the vehicle and both a container transport position and a container transport position at the rear of the vehicle.

[0080] Freight vehicles can be loaded at the front and / or the rear. Freight vehicles that are only loaded at the rear with a swap body can have a container loading position at the rear and a container transport position at the front.

[0081] Freight transport vehicles that are only loaded with a swap body at the front can have a container loading position at the front and a container transport position at the rear. Freight transport vehicles that are loaded with a swap body at both the front and rear can have a container loading position and a container transport position at both the front and rear.

[0082] In another embodiment, the transport securing devices of a transport securing device pair are positioned opposite each other. The transport securing devices of a transport securing device pair therefore have no longitudinal distance between them. In a further embodiment, at least one transport securing device is formed by a flat bar that is moved from a releasing position to a locking position and, in the locking position, is designed to engage in a recess in a swap body that corresponds to the flat bar.

[0083] In another embodiment, at least one internally engaging transport lock or at least one externally engaging transport lock for fixing a swap body is to be moved into the locking position, or both at least one internally engaging transport lock and at least one externally engaging transport lock for fixing a swap body are to be moved into the locking position.

[0084] This allows a swap body to always be optimally secured by the transport restraints, taking into account the specific geometric conditions of the respective swap body. If a swap body can be secured both internally and externally – for example, if it has a subframe with an I-profile into which the transport restraints can engage from both sides – then all transport restraints can be used. However, if a swap body can only be secured internally or only externally – for example, if it has a U-profile so that transport restraints can only engage from the inside – then only the respective internally engaging transport restraints of the transport restraints mounted on the freight vehicle can be used to secure the swap body.

[0085] The invention is explained in more detail below with reference to exemplary embodiments and the drawings. The drawings show: Fig. 1 A top view of a freight transport vehicle; Fig. 2 A schematic representation of a design variant of drive, kinematics and locking claw; Fig. 3 A side view of a freight transport vehicle; Fig. 4 A top view of a transport securing pair; Fig. 5 A sectional view of a transport securing pair; Fig. 6 A perspective view of an embodiment of the transport safety devices with drive and kinematics; Fig. 7 A side view of a freight transport vehicle and a railway line; Fig. 8 A schematic side view of another embodiment of a cargo transport vehicle.

[0086] Fig. Figure 1 shows a top view of an embodiment of a cargo transport vehicle 1000. In the embodiment shown, the cargo transport vehicle 1000 is a trailer. For this purpose, the cargo transport vehicle 1000 has a drawbar (not shown) on the left side of the image. The cargo transport vehicle 1000 has a central axle AF. Laterally offset in a first direction to the central axle AF, the cargo transport vehicle 1000 has a first transport securing pair Z1 and a third transport securing pair Z3. Laterally offset in a second direction opposite the first, the cargo transport vehicle 1000 has a second transport securing pair Z2 and a fourth transport securing pair Z4. The first transport securing pair Z1 is longitudinally spaced from the third transport securing pair Z3.Accordingly, the second transport securing pair Z2 has a longitudinal distance to the fourth transport securing pair Z4. Preferably, the second transport securing pair Z2 and the fourth transport securing pair Z4, which are laterally offset in the same direction to the vehicle's central axis AF, are arranged symmetrically with respect to the vehicle's central axis AF to the first transport securing pair Z1 and the third transport securing pair Z3.

[0087] For the sake of clarity, in Fig. 1 Only the components belonging to the first transport securing pair Z1 are labelled. The in Fig. The transport securing pairs shown in Figure 1 are essentially of the same construction.

[0088] The first transport securing device pair Z1 comprises a first internally engaging transport securing device 1400 and a first externally engaging transport securing device 1500. A container support 1300 is associated with the first internally engaging transport securing device 1400, forming a support surface 1315 for a swap body. The first internally engaging transport securing device 1400 is located on the side of the support surface 1315 facing the vehicle's central axis AF – i.e., on an inner side of the support surface 1315. Similarly, a container support 1300 is associated with the first externally engaging transport securing device 1500, forming a support surface 1315 for the swap body. The first externally engaging transport securing device 1500 is located on the side of the support surface 1315 facing away from the vehicle's central axis AF.The container supports 1300 of the first internally engaging transport securing device 1400 and the first externally engaging transport securing device 1500 are arranged such that a longitudinal beam 910 of a swap body 900 (not shown) located in a container transport position PT on the freight transport vehicle 1000 extends longitudinally along the vehicle over the support surfaces 1315 formed by the container supports 1300 and has a certain degree of play in the transverse direction so that varying widths of a respective beam do not lead to the swap body becoming jammed on the freight transport vehicle 1000. Thus, a longitudinal beam 910 of the swap body 1000 extending in this manner is surrounded on both sides by a respective transport securing device transversely to the vehicle's central axis AF.

[0089] The first internally engaging transport securing device 1400 has a longitudinal distance L to the first externally engaging transport securing device 1500.

[0090] The first internally engaging transport lock 1400 and the first externally engaging transport lock 1500 are each operatively connected to their own drive 1600 and kinematic mechanism (not shown) and can be moved from a releasing position to a locking position by means of the drive 1600 and the kinematic mechanism 1700. A drive 1600 associated with the first externally engaging transport lock 1500 is located on an outer side of the load transport vehicle 1000 that points away from the vehicle's central axis AF. A drive 1600 operatively connected with the first internally engaging transport lock 1400 is located on a side of the load transport vehicle 1000 that points downwards relative to the load transport vehicle 1000 and is therefore in the Fig. Not visible in the view shown. In the releasing position, the transport locks allow a swap body 900 to move freely along the vehicle's longitudinal axis AF, and in the locking position, the transport locks 1400, 1500 rest against a support 910 of the swap body 900 or in a recess of the swap body 900 and secure it.

[0091] The second transport securing pair Z2 is arranged symmetrically to the first transport securing pair Z1 on the cargo transport vehicle 1000 with respect to the vehicle center axis AF - i.e. offset laterally to the vehicle center axis AF in the second direction.

[0092] The transport vehicle 1000 has two longitudinal beams 1020, one of which is offset laterally to the vehicle's central axis AF in the first direction and the other laterally to the vehicle's central axis AF in the second direction. The container supports 1300 of the transport securing devices of the first transport securing pair Z1 and the third transport securing pair Z3 are arranged on the longitudinal beam 1020 offset in the first direction. The container supports 1300 of the transport securing devices of the second transport securing pair Z2 and the fourth transport securing pair Z4 are arranged on the longitudinal beam 1020 offset in the second direction.

[0093] The longitudinal beams 1020 have a rail 1025 on their upper side. A carriage 1010 can be moved along the rail 1025 from a container transport position PT to a container placement position PA and vice versa. Fig. Figure 1 shows the carriage in both the container transport position PT and the container placement position PA. The in Fig. The embodiment shown in Figure 1 has only one slide, which can be moved from the container transport position PT to the container placement position PA and vice versa. The embodiment shown in Figure 1 has only one slide, which can be moved from the container transport position PT to the container placement position PA and vice versa. Fig. The railway track 1025 shown has at least one upwardly curved, arcuate railway track section and at least one downwardly curved, arcuate railway track section. Alternatively, the railway track can also have a cranked railway track section – that is, a railway track section that is composed of straight segments arranged in the longitudinal direction of the vehicle and is therefore angular and characterized by offsets between the individual segments. A fixation of a swap body 900 (in Fig. 1 not shown, see here Fig. 4 and Fig. 5) On the cargo transport vehicle 1000, this results from at least the internally engaging transport securing devices of at least the first transport securing device pair Z1 and the second transport securing device pair Z2, or at least the externally engaging transport securing devices of at least the first transport securing device pair Z1 and the second transport securing device pair Z2, being brought into a locking position. Preferably, all internally engaging transport securing devices of all transport securing device pairs Z1 to Z4, or all externally engaging transport securing devices of all transport securing device pairs Z1 to Z4, are brought into the locking position.

[0094] All transport locks of all transport lock pairs Z1 to Z4 can also be moved into the locking position.

[0095] Fig. Figure 2 shows a schematic representation of a drive 1600 and an internally engaging transport securing device 1400, 1400' in the form of a locking claw 1200. The drive 1600 is designed to pivot the locking claw 1200 from a releasing position into a locking position, so that the locking claw 1200 - when pivoted into the locking position - can engage with a free end 1210 on a lower flange of a support 910 of a swap body 900 located in a container transport position PT on a freight transport vehicle 1000, in order to fix the swap body 900 on the freight transport vehicle 1000. A kinematic mechanism 1700 is arranged between the drive 1600 and the locking claw 1200 and amplifies a force applied by the drive 1600 to the locking claw 1200 to secure the interchangeable container 900. The in Fig. The arrangement of drive 1600, kinematics 1700 and locking claw 1200 shown in 2 is known from DE 10 2022 132 865 A1 and is described there in particular in Fig. Figure 1 shows the kinematics 1700, which comprise a clamping lever 1710 and a tension spring 1720 arranged between the drive 1600 and the clamping lever 1710. In the illustrated embodiment, the swap body (not shown) rests with a longitudinal beam 910 on a support surface 1315 of the container support 1300 of the transport vehicle 1000. The longitudinal beam 910 has a U-profile, with the open side of the profile facing the vehicle's central axis AF – i.e., towards the inside of the vehicle. Thus, the opening of the U-profile is located on the inside of the swap body 900. The Fig. The transport locking device 1400, 1400' shown is therefore an internally engaging transport locking device, because only from the inside of the vehicle in a direction away from the vehicle's central axis AF - i.e. outwards - can the locking claw 1200 engage in the open profile side of the Fig. The drive 1600 of the support 910 shown engages to press the lower flange of the support 910 against the support surface 1315 of the transport vehicle 1000, thereby fixing the swap body 900 to the transport vehicle 1000. An externally engaging transport restraint 1500, 1500' would merely abut a vertical profile wall of the U-profile without being able to contact a surface of the lower flange of the support 910 or engage in a recess. In the illustrated embodiment, the drive 1600 is a linear drive that can extend and retract a drive rod 1610 translationally. The drive rod 1610 is pivotably connected to the locking claw 1200 via a third bearing axis 1750. The clamping lever 1610 is connected to the locking claw 1200, so that a movement of the drive rod 1610 is transferred to the locking claw 1200.When the drive 1600 is actuated and the drive rod 1610 extends, the locking claw 1200 is rotated about a second bearing axis 1740. The clamping lever 1710 initially remains in its starting position, held by the return spring 1720. The locking claw 1200 is pivoted via the drive rod 1610 until it abuts the longitudinal beam 910 of the interchangeable container 900. As the force applied to the clamping lever 1710 at the second bearing axis 1740 increases, the return spring 1720 yields and the clamping lever 1710 is set into a rotational movement about the first bearing axis 1730. The locking claw 1200 lowers and its open end 1210 rests on the lower flange of the support 910 and presses the lower flange of the longitudinal beam 910 of the swap body 900 against the support surface 1315, 1315' of the container support 1300 of the transport vehicle 1000.At the open end 1210 of the locking claw 1200, a rotatably mounted eccentric clamping element 1220 is arranged, which rests on the bottom flange of the beam 910 and, due to its eccentric mounting at the open end 1210 of the locking claw 1200, prevents the locking claw 1200 from slipping off the bottom flange of the beam 910. In other embodiments, the open end 1210 of the locking claw 1200 may not have an eccentric clamping element 1220.

[0096] To release the transport lock, the drive rod 1610 is retracted by means of the drive 1600, and the locking claw 1200 assumes its releasing position via the return spring 1720 on the tension lever 1710 and the locking claw 1200. In the releasing position, the drive 1600 exerts no force on the locking claw 1200 via the drive rod 1610.

[0097] To prevent unintentional opening of the transport locking device 1400, 1400', an additional locking element can be assigned to the locking claw 1200 as an additional lock in a known manner to ensure secure retention in the event of a drive failure – such as pressure loss in the case of a pneumatic or hydraulic drive – or the occurrence of additional forces. For example, the locking claw 1200 can be secured in the locking position by means of a safety bolt (not shown).

[0098] Fig. Figure 3 shows a side view of a freight transport vehicle 1000 with a sled 1010 in the container transport position PT and a swap body 900. The rail 1025 of the longitudinal beam 1020 extends from the container transport position PT in a first horizontal rail section, followed by a second rail section that is raised relative to the horizontal rail section. This second rail section leads into a third rail section that is lowered relative to the second rail section, at the end of which the container placement position PA is located. In the side view, two drives 1600 are arranged longitudinally along the vehicle. These drives 1600 are operatively connected to the respective externally engaging transport restraints of a second transport restraint pair Z2 and a fourth transport restraint pair Z4.Opposite the second transport securing pair Z2, a first transport securing pair Z1 is arranged on the cargo transport vehicle 1000 and opposite the fourth transport securing pair Z4, a third transport securing pair Z3 is arranged on the cargo transport vehicle 1000.

[0099] In the Fig. In the embodiment shown in Figure 3, the track 1025 is formed by angled, linear track sections. In this embodiment, the track 1025 therefore does not have any curved track sections.

[0100] Fig. Figure 4 shows a detailed view of a transport securing pair Z2. A swap body 900 (not shown) rests in the container transport position PT on the transport vehicle 1000, such that a longitudinal beam 910 of the swap body 900 extends over at least one second support surface 1315'. A second transport securing device 1400' engaging from the inside is arranged on a side facing the vehicle's central axis AF of the transport vehicle 1000 – i.e., on an inside – of the at least one support surface 1315', and a second transport securing device 1500' engaging from the outside is arranged on a side facing away from the vehicle's central axis AF – i.e., on an outside – of the at least one second support surface 1315'. In the Fig. In the embodiment shown in Figure 4, each transport securing device 1400', 1500' is assigned a respective support surface 1315' formed by a respective container support 1300. A lateral stop surface 1320 is provided on both support surfaces 1315' opposite each transport securing device 1400', 1500'. The support surfaces 1315' are arranged relative to each other in the longitudinal direction of the vehicle such that the longitudinal beam 910 of the swap body 900 rests on the two support surfaces 1315' and that the longitudinal beam 910 has some play in the transverse direction so that the longitudinal beam 910 does not jam between a respective transport securing device 1400', 1500' and a respective lateral stop surface 1320. As shown in Figure 4. Fig. As shown in Figure 4, the lateral stop surface 1320 opposite the second internally engaging transport securing device 1400' is formed by a longitudinal beam 1020 of the transport vehicle 1000. The lateral stop surface 1320 opposite the second externally engaging transport securing device 1500' is formed by a component in the form of a plate specifically provided for this purpose. Thus, the second internally engaging transport securing device 1400' is designed to fix the support 910 to an inner side of the support 910, and the second externally engaging transport securing device 1500' is designed to fix the support 910 to an outer side of the support 910. The lateral stop surface 1320 opposite the second externally engaging transport securing device 1500' can also be referred to as the inner stop surface 1320', as it prevents a swap body from slipping in the direction of the vehicle's central axis. The in Fig. The inner stop surface 1320' shown in Figure 4 is formed by a component in the form of a plate, which also forms a container centering device 1325 for swap bodies. For this purpose, the component has a surface – pointing towards a swap body 900 located on the freight transport vehicle 1000 – which is inclined towards the inner stop surface 1320' (see Figure 4). Fig. 5 and Fig. 6) The inclined surface slopes down towards the second externally engaging transport restraint 1500', so that a swap body 900 which slips in the direction of the vehicle's central axis, i.e., towards the inner stop surface 1320', is guided back onto the at least one support surface 1315' by the inclined surface. In other embodiments, a container centering device 1325 can be provided on the stop surfaces 1320 opposite the second internally engaging transport restraints 1400', wherein the inclined surface slopes down towards the at least one support surface 1315'. In the Fig. In the embodiment shown in Figure 4, the longitudinal beam 910 is formed by an I-profile with a T-shaped lower flange and a T-shaped upper flange, such that the internally engaging transport securing device 1400' and the externally engaging transport securing device 1500' can simultaneously engage in a locking position in the T-shaped lower flange of the beam 910 of the swap body 900 or in a recess of the T-shaped lower flange of the swap body 900. Alternatively, only the second internally engaging transport securing device 1400' or the second externally engaging transport securing device 1500' can be brought into the locking position.

[0101] The second internally engaging transport securing device 1400' and the second externally engaging transport securing device 1500' have a longitudinal distance L between them. In other embodiments, the longitudinal distance L can be zero, so that each internally engaging and each externally engaging transport securing device are directly opposite each other. In this case, each internally engaging and each externally engaging transport securing device can be arranged on opposite sides of a support surface 1315', and an inner stop surface 1320', which also forms a container centering 1325 for a swap body 900, can be arranged on a side of a further support surface 1315' facing the vehicle's central axis.

[0102] A fixation of a swap body 900 to the transport vehicle 1000 results from the fact that at least the internally engaging transport securing devices of at least the first transport securing device pair Z1 and the second transport securing device pair Z2 or at least the externally engaging transport securing devices of at least the first transport securing device pair Z1 and the second transport securing device pair Z2 are brought into a locking position.

[0103] In the Fig. In the embodiment shown in Figure 4, the drive 1600 – which is operatively connected to the second externally engaging transport securing device 1500' – is arranged on an outer side of the cargo transport vehicle – in particular on a longitudinal beam 1020 – by means of a bent sheet metal plate serving as an adapter. The longitudinal beam 1020 has a recess to provide space for the second externally engaging transport securing device 1500'.

[0104] The rail 1025 of the longitudinal beam 1020 has a recess to provide sufficient space for the second transport securing device 1500' which engages from the outside.

[0105] Fig. 5 shows this in Fig. Figure 4 shows the second transport locking pair Z2 in a cross-sectional view. The cross-sectional view refers to the one shown in Fig. Section 3 shown in section plane AA. The second externally engaging transport safety device 1500' is brought into the locking position by means of the drive 1600 and a kinematic mechanism 1700 (not shown), so that it engages on an outer side of the longitudinal beam 910. The in Fig. The transport locks 1400' and 1500' shown in Figure 5 have a locking claw 1200 with a free end 1210. In the locking position, the free end 1210 of the locking claw engages in the carrier 910 or in a recess of the carrier 910. The Fig. The longitudinal beam 910 of the swap body 900, as shown in Figure 5, has an I-profile. In this case, a transport securing device is able to engage the lower flange of the beam from both an inside and an outside surface. The second transport securing device 1400', engaging from the inside, is moved into a releasing position by means of the drive 1600 (not shown) and the kinematics 1700 (not shown). In this position, the second transport securing device 1400', engaging from the inside, does not rest against the longitudinal beam 910 of the swap body 900, but is positioned such that the swap body 900 can move freely in the longitudinal direction of the vehicle, since the [unclear] in the Fig. In the embodiment shown in Figure 5, the longitudinal beam 910 of the swap body 900, designed as an I-beam, can move with its lower flange under the free end 1210 of the second inner transport restraint 1400'. Furthermore, the swap body 900 – which is connected to the carriage 1010 – can be additionally secured in the longitudinal direction of the vehicle by the carriage 1010 itself having a locking mechanism in the container transport position that prevents movement of the carriage 1010 in the longitudinal direction of the vehicle. The component forming the inner stop surface 1320 has a slope on one side facing a swap body 900 located on the transport vehicle 1000. This slope runs in the direction of the second externally engaging transport restraint 1500' and serves as a container centering device 1325.

[0106] Fig. Figure 6 shows a perspective view of the in Fig. Figure 1 shows the first transport securing pair Z1. The first transport securing pair Z1 comprises a first internally engaging transport securing device 1400 and a first externally engaging transport securing device 1500. Each transport securing device 1400, 1500 is assigned a respective support surface 1315, 1315' formed by a respective container support 1300. The support surfaces 1315, 1315' are arranged relative to each other such that a longitudinal beam of a swap body 900 (not shown), extending in the longitudinal direction of the vehicle, can rest on both support surfaces 1315, 1315'. The container supports 1315, 1315' can be laterally offset from each other – i.e., transversely to the vehicle's central axis AF – with a lateral offset of the support surfaces 1315, 1315' preferably corresponding to at most half the width of the container supports 1315, 1315'. In the Fig. In the embodiment shown in Figure 6, a component is arranged opposite the first support surface 1315 of the first internally engaging transport securing device 1400. This component forms a lateral stop surface 1320 and a container centering element 1325. Viewed transversely to the vehicle's central axis AF, the first support surface 1315 is thus located between the first internally engaging transport securing device 1400 and the lateral stop surface 1320. The lateral stop surface 1320 prevents a swap body 900 from slipping while it is being moved from the container placement position PA to the container transport position PT or vice versa. The container centering element 1325 is formed by a surface facing a swap body 900 located on the transport vehicle 1000, which is inclined in the direction of the first support surface 1315.If a swap body 900 slips laterally away from the support surface during loading or unloading onto the transport vehicle 1000 - i.e. in a direction away from the vehicle's central axis AF - the swap body 900 rests on the container centering 1325 formed by an inclined surface and is consequently guided back onto the support surface 1325.

[0107] The first internally engaging transport safety device 1400 and the first externally engaging transport safety device 1500 are designed to be moved from a releasing position to a locking position and vice versa by means of a drive 1600 and a kinematic mechanism 1700. The drive 1600 is in Fig. 6 is shown only as an example and in a simplified manner. Fig. Figure 6 shows the drive 1600, which is assigned to the first externally engaging transport safety device 1500. This is located in the Fig. In the embodiment shown in Figure 6, a linear drive is used that can extend and retract a drive rod 1610 translationally to act on the locking claw 1200. The kinematics 1700 is designed to transmit and / or amplify movements and / or forces exerted by the drive 1600 on the locking claw 1200 of the first externally engaging transport safety device 1500, in order to move the locking claw 1200 from a releasing position to a locking position and vice versa, and / or to amplify a contact force exerted by the locking claw 1200 on the swap body 900 or on a support of the swap body 900 to secure the swap body 900.

[0108] The function of kinematics is explained in detail in Fig. 2 described.

[0109] In Fig. Figure 6 shows the first internally engaging transport securing device 1400 in the releasing position. In the releasing position, each transport securing device is arranged in relation to its respective associated support surface in such a way that it does not impede the movement of a swap body 900 along the longitudinal direction of the vehicle over the respective support surface. Fig. Figure 6 shows the first externally engaging transport securing device 1500 in the locking position. In the locking position, each transport securing device is positioned in relation to a support of a swap body 900 resting on a support surface assigned to the respective transport securing device, such that the locking claw 1200 engages with a free end 1210 in a support of a swap body 900 resting at least partially on a support surface assigned to the respective transport securing device, or in a recess on a swap body 900.

[0110] Fig. Figure 7 shows a side view of a cargo transport vehicle 1000 with a particularly advantageous and preferred route of a railway track 1025.

[0111] The track 1025 is formed by the upper surface of a longitudinal beam 1020. The track has a first track section A1 and a second track section A2. The first track section A1 extends from the container loading position PA to a highest point of the track 1025. The second section A2 extends from the highest point of the track 1025 to the container transport position PT. At the container loading position PA, the first track section A1 has a first gradient S1 that is greater than a maximum second gradient S2 of the second track section A2. The container transport position PA is located – viewed from the front of the vehicle towards the rear – just behind a fender and is approximately at the height of the top edge of a rear wheel of the transport vehicle 1000. This allows for a low container loading position PA.In this sense, the container placement position PA has a vertical distance V from the container transport position PT. The vertical distance V is defined positively, extending from the container transport position PT towards the underside of the vehicle, such that a positive value for the vertical distance between container transport position PT and container placement position PA means that the container placement position PA is located below the container transport position PT. Preferably, the container placement position PA is located at least 100 mm below the container transport position PT. More preferably, the vertical distance V is at least 120 mm, and more preferably, the vertical distance V is up to 400 mm.

[0112] However, in order to move the sled 1010 to the container transport position PT, the rail 1025 must lift the sled 1010 above the height of the wheels or the fender. For this reason, the incline S1 is so steep that the first rail section A1 can rise above a rear fender. To keep the length of the transport vehicle 1000 as compact as possible, it is advantageous if the first rail section A1 drops as steeply as possible above the fender, so that the container placement position PA is located just behind the fender.

[0113] The positions of the drives 1600 are analogous to those shown in Fig. The top view of a 1000-type cargo transport vehicle shows the position of four transport securing pairs Z1 to Z4 (not shown). If a swap body (not shown) is in a container transport position PT, the swap body rests at the positions defined by the two in Fig. The seven drives shown, 1600, indicate transport securing pairs Z1 to Z4 on respective container supports 1315, 1315'. A short swap body 900 can only rest on the respective container supports 1315, 1315' of the first and second securing pairs Z1, Z2 in the container transport position PT. With a short swap body, additional stops can be positioned in front of the carriage, so that an overrun distance – i.e., a distance by which the swap body must be moved from the container placement position to the container transport position – on the transport vehicle.

[0114] Fig. Figure 8 shows a schematic side view of another freight transport vehicle 1000 with an advantageous and preferred track profile 1025. The schematic representation shows only two tires, each arranged on an axle. Such a schematic representation in Fig. The 8 shown cargo transport vehicle 1000 can also have a front and / or rear axle designed as a tandem axle. Such vehicles typically feature, as in Fig. The eight shown freight transport vehicles 1000 have a kingpin at the front for connecting to a towing vehicle and can have two or three axles at the rear. The positions of the drives 1600 are shown – analogous to the one in Fig. Figure 1 shows a top view of a 1000-type cargo transport vehicle – the position of four transport securing pairs Z1 to Z4 (not shown). On the Fig. On the side of the vehicle shown in the schematic diagram (Figure 8), the transport securing pairs Z2 and Z4 are located. On the other side of the cargo transport vehicle 1000 are the transport securing pairs Z1 and Z3, with the transport securing pair Z1 opposite the transport securing pair Z2 and the transport securing pair Z3 opposite the transport securing pair Z4. The in Fig. Figure 8, a schematically depicted cargo transport vehicle 1000, has a rail 1025 with two upwardly curved sections. Furthermore, the cargo transport vehicle has two sleds 1010. The container transport positions PT of the sleds 1010 are each located – viewed in the longitudinal direction of the cargo transport vehicle 1000 – in the center of the vehicle. The container placement positions PA of the sleds 1010 are located at the front and rear of the cargo transport vehicle 1000, respectively. Thus, a sled 1010 is connected to a swap body 900 from a container placement position PA at the front or rear of the vehicle and then moved towards the center of the vehicle to the container transport position. Fig.Figure 8 shows the sleds 1010 in their respective container placement positions PA, indicated by a dashed frame. Between each container placement position PA and each container transport position PT, there is an upwardly curved section of the track 1025. This means that each sled must pass through an upwardly curved section of the track 1025 to reach either the container transport position PT or the container placement position PA. In this sense, each upwardly curved section of the track 1025 provides additional protection for a sled in the longitudinal direction of the vehicle, as overcoming an upwardly curved section requires additional force, which is supplied by a loading device.In particular, the two upwardly curved areas allow the sled to be lifted from a low container placement position over the fenders or to above the wheels of the freight transport vehicle, so that the sleds can move along the track 1025. Reference sign 900 swap bodies 910 carriers of a swap body 1000 cargo transport vehicles 1010 sleds 1020 longitudinal beams 1025 Rail track of the longitudinal beam 1200 locking claw 1210 free end of the locking claw 1220 Clamping body of the locking claw 1300 container support 1315 first bearing surface 1315' second support surface 1320 lateral stop surface 1320' inner stop surface 1325 Container centering 1400 first internally engaging transport safety device 1400' second transport lock engaging from the inside 1500 first externally applied transport securing device 1500' second externally engaging transport lock 1600 drive 1610 Drive rod 1700 Kinematics 1710 clamping lever 1720 tension spring 1730 first bearing axle 1740 second bearing axle 1750 third bearing axle A1 first railway section A2 second railway section AF Vehicle Center Axle L Longitudinal distance between transport locks of a transport lock pair PA container mounting position PT container transport position S1 first incline of the first railway section S2 steepest second gradient of the second railway section V vertical distance between container placement position and container transport position Z transport securing pair Z1 first transport locking pair Z2 second transport locking pair Z3 third transport locking pair Z4 fourth transport securing pair QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2022 132 865 A1 [0045, 0057, 0095] DE 44 12 085

[0045]

Claims

A transport vehicle (1000) for swap bodies (900) comprising: a container support (1300) for at least partially resting a swap body in a container transport position (PT) on at least one support surface (1315, 1315') of the container support (1300); and a transport securing device for fixing swap bodies (900) on the container support (1300), wherein: the transport vehicle (1000) has a vehicle center axis (AF); and the at least one support surface (1315) is arranged laterally offset from the vehicle center axis (AF), characterized in that: at least one first internally engaging transport securing device (1400) and at least one first externally engaging transport securing device (1500) are arranged on at least one first support surface (1315) formed by the at least one container support (1300).that the first internally engaging transport securing device (1400) is arranged on a side of the at least one first support surface (1315) facing the vehicle's central axis (AF), and the first externally engaging transport securing device (1500) is arranged on a side of the at least one first support surface (1315) facing away from the vehicle's central axis (AF), and that at least one second internally engaging transport securing device (1400') and one second externally engaging transport securing device (1500') are arranged on at least one second support surface (1315') formed by the at least one container support (1300),that the second internally engaging transport securing device (1400') is arranged on a side of the at least one second support surface (1315') facing towards the vehicle's central axis (AF) and the second externally engaging transport securing device (1500') is arranged on a side of the at least one second support surface (1315') facing away from the vehicle's central axis (AF). Cargo transport vehicle (1000) according to claim 1, characterized in that either the internally engaging transport securing devices (1400, 1400') or the externally engaging transport securing devices (1500, 1500') can be brought into a locking position to fix a swap body (900). Cargo transport vehicle (1000) according to claim 1 or 2, characterized in that an internally engaging transport securing device (1400, 1400') and an externally engaging transport securing device (1500, 1500') each form a transport securing device pair (Z) and a transport securing device pair (Z) is assigned to at least one support surface (1315, 1315') formed by at least one container support (1300). Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that the transport securing devices of a transport securing device pair (Z) have a longitudinal distance (L) from each other. Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that the transport securing devices of a transport securing device pair (Z) have a longitudinal distance (L) of up to 1000 mm, preferably up to 500 mm, more preferably up to 300 mm to each other. A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least the first internally engaging transport securing device (1400) and the first externally engaging transport securing device (1500) are operatively connected with their respective own drive (1600) and their own kinematics (1700) and can be moved between a releasing position and the locking position by means of the drive (1600) and the kinematics (1700) and are designed in the releasing position to allow an interchangeable container (900) unhindered movement along the vehicle's central axis (AF). A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one first transport securing pair (Z1) comprising the first internally engaging transport securing device (1400) and the first externally engaging transport securing device (1500) is laterally offset in the direction of a first side of the cargo transport vehicle (1000) to the vehicle's central axis (AF) and at least one second transport securing pair (Z2) comprising the second internally engaging transport securing device (1400') and the second externally engaging transport securing device (1500') is laterally offset in the direction of a second side of the cargo transport vehicle (1000) opposite the first side to the vehicle's central axis (AF). A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one drive (1600) operatively connected with at least one internally engaging transport securing device (1400, 1400') is arranged on a side of the cargo transport vehicle (1000) facing downwards in relation to the cargo transport vehicle (1000). Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one drive (1600) operatively connected with at least one externally engaging transport securing device (1500, 1500') is arranged on a side of the cargo transport vehicle (1000) facing away from the vehicle's central axis (AF). A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one transport securing device (1400, 1400', 1500, 1500') is formed by a locking claw (1200) with a free end (1210), wherein the locking claw (1200) is designed such that the free end (1210) engages in the locking position in a carrier (910) of a swap body (900) or a recess on a swap body (900). Cargo transport vehicle (1000) according to claim 10, characterized in that a rotatably mounted eccentric clamping body (1220) is arranged at the free end (1210) of the locking claw (1200), which projects beyond the free end (1210) of the locking claw (1200) and is designed to bear against a support (910) of a swap body (900) in the locking position or to engage in a recess of a swap body (900). A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that the cargo transport vehicle (1000) has at least one sled (1010) and at least one longitudinal beam (1020) extending in the longitudinal direction of the vehicle with a rail (1025) along which the sled (1010) can be moved from a container placement position (PA) to a container transport position (PT) and vice versa. Cargo transport vehicle (1000) according to claim 12, characterized in that the track (1025) has a first track section (A1) facing the container placement position (PA) which extends from the container placement position (PA) to a highest point of the track (1025) and has a second track section (A2) facing the container transport position (PT) which extends from the highest point of the track (1025) to the container transport position (PT), wherein the first track section (A1) has a first gradient (S1) at the container placement position (PA) which is greater than a maximum second gradient (S2) of the second track section (A2). Cargo transport vehicle (1000) according to claim 12 or 13, characterized in that the container placement position (PA) has a vertical distance (V) of at least 100 mm to the container transport position (PT), preferably a vertical distance (V) of at least 120 mm, more preferably of up to 400 mm to the container transport position (PT), so that the container placement position (PA) is arranged lower than the container transport position (PT). Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that the cargo transport vehicle (1000) has more than two, preferably four transport securing pairs (Z1, Z2, Z3, Z4). A cargo transport vehicle (1000) according to one of the preceding claims, characterized in that the cargo transport vehicle (1000) has a container placement position (PA) or a container transport position (PT) at the front of the vehicle and a container transport position (PT) or a container placement position (PA) at the rear of the vehicle, or has both a container placement position (PA) and a container transport position (PT) at the front of the vehicle and both a container placement position (PA) and a container transport position (PT) at the rear of the vehicle. Cargo transport vehicle (1000) according to one of claims 5 to 16, characterized in that transport securing devices of a transport securing device pair are opposite each other. Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one transport securing device is formed by a flat iron which is moved from a releasing position into a locking position and is designed to engage in the locking position in a recess corresponding to the flat iron in a swap body. Cargo transport vehicle (1000) according to one of the preceding claims, characterized in that at least one internally engaging transport securing device or at least one externally engaging transport securing device is to be moved into the locking position for fixing a swap body, or both at least one internally engaging transport securing device and at least one externally engaging transport securing device are to be moved into the locking position for fixing a swap body.

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