MOTOR VEHICLE WITH AT LEAST ONE LIFTING DEVICE INTEGRATED IN THE TAILGATE

Description

[0001] The invention relates to an integrated payload loading device for motor vehicles having an upward-opening trunk or loading area lid.

[0002] Although numerous devices designed to ease the user's workload during loading and unloading activities are described in the patent literature, no such devices are seen in currently registered passenger vehicles. No vehicle manufacturer offers such an option for passenger vehicles, either as an equipment variant or as a retrofit option, despite the evident utility of such a solution.

[0003] For commercial vehicles, for example, there are retrofit options for the installation of extendable loading floors / drawers. However, these do not offer a solution for raising or lowering the payload. Reasons for this may include the mechanical complexity of the systems, the maintenance effort during operation, and the significant modification effort required to the vehicle (trunk).

[0004] To date, various systems for simplified loading and unloading of the cargo space have been described in the patent literature, such as DE10312466A1, DE10012767A1, EP1145908A2, DE19731324A1, DE10054572A1, DE10006617C1, or DE19815466A1. The technical teachings of these documents are limited to devices that enable the mobile loading floor to be extended and retracted either via lifting devices or roller guides and that secure the position of the loading floor via lever mechanisms. These loading floors are usually height-adjustable, an aspect that makes their mechanical implementation complex, maintenance-intensive, and bulky. Another problem with these devices is that they provide little or no relief to the user when loading and unloading heavy loads.

[0005] Various systems for simplified loading and unloading of the cargo space are also described in EP2193958A1, US4969793, US5054578, or US8398358. These systems are based on the use of loading racks that transport luggage into the luggage compartment by reversibly extending a basket frame. The problem with these devices is that they are relatively complex mechanical structures with many moving parts that require complex maintenance and commissioning. When not in use, they take up a significant amount of trunk space, or require complex assembly and disassembly.

[0006] A crane-like lifting device is known from US 7,810,790. This is a lifting device that is fixed to the trunk roof or the tailgate. However, this concept does not take into account that with load weights that necessitate the use of a lifting device, high stresses occur that require the tailgate frame to be oversized (the main load acts in the center of the tailgate, with the support points that transfer the main load to the vehicle frame being attached to the sides of the tailgate). In this case, at higher loads, the tailgate is subjected to a considerable bending moment. Installing the lifting device on the trunk roof, as in the Fig. 2As shown in the US patent, it requires user interaction, requiring additional force to orient the load and push it in and out of the trunk. This creates additional risks of injury (risk of entrapment and crushing). Another lifting device for vehicles is known from US 5209435 A. This discloses a vehicle with the features of the preamble of claim 1.

[0007] The invention is based on the object of creating a loading system for the trunk / cargo area of ​​a vehicle, which relieves the user of the burden of lifting, loading, unloading and lowering heavy luggage.

[0008] According to the invention, the object is achieved by a motor vehicle according to the features of claim 1. Advantageous embodiments of the lifting device are the subject of the dependent claims.

[0009] According to the invention, a lifting device for integration into a tailgate of a motor vehicle is proposed. The lifting device comprises an electromotive traction cable system for raising and lowering at least one picked-up load. For this purpose, the device has at least one load cable which can be wound up and unwound by means of at least one electric motor-driven take-up roller. The at least one take-up roller can be integrated into the tailgate of a vehicle so that, when the tailgate is open, the load cable can be lowered towards the ground in the area of ​​the rear of the vehicle to pick up a load positioned there. For optimized load distribution, at least two parallel cable harnesses are guided from or out of the tailgate towards the ground. The ends of the cable harnesses are connected to one another via a crossbar, which serves as a load-bearing point for fastening the load. The suspended load or load is suspended via the crossbar.the load force is distributed across the parallel strands.

[0010] Ideally, the cable harnesses are routed out of the tailgate near the outer ends, ensuring maximum distance between the cable harnesses. The device includes suitable routing devices that can ideally be integrated into the edge areas of the tailgate.

[0011] To simplify installation and in particular to enable easy retrofitting of any type of car, at least one mounting frame is provided on which the at least one pickup roller including electric motor drive and, if applicable, the cable guide are mounted. The mounting frame is preferably designed such that, when installed within the tailgate, it extends almost across the entire width of the tailgate (vehicle transverse axis). The mounting frame not only simplifies the installation of the lifting device, but also reinforces or stiffens the body of the tailgate. This is particularly desirable for lifting heavy loads, as otherwise there is a risk of the existing tailgate body being distorted. It is particularly advantageous if the guide means are mounted on the outer ends of the mounting frame, i.e. with maximum spacing from one another on the mounting frame.

[0012] According to an advantageous embodiment, the cable guide for each cable harness can each have a roller assembly to guide the load cable out of the tailgate at the desired exit point. The roller assemblies are mounted at the free ends of the mounting frame, while the at least one receiving roller is mounted centrally between the roller assemblies on the mounting frame. This results in an optimal, ideally symmetrical load distribution on the mounting frame.

[0013] The load cable can consist of a single cable. However, a design with two separate cables or separate cable sections of equal length is preferred. In this case, the take-up reel comprises two spools located next to each other on the reel axis for winding and unwinding the cables or cable sections. The rotating movement causes the separate cable sections to be wound and unwound in opposite directions on the respective spools.

[0014] The electric drive of the take-up roller can be provided by an electric motor, preferably in the form of a spindle drive. Additionally, at least one gear and at least one brake, in particular an electromechanical brake, can be provided. The latter serves to implement an emergency braking and manual release function in the event of a previously triggered emergency braking. It is also conceivable to use suitable sensors to measure the weight of the load being taken up and / or the lifting distance and / or the operating temperature of the drive.

[0015] According to the invention, at least one, preferably two positioning elements are provided, which are mounted at one end on the mounting frame of the lifting device and can be mounted at their other end on the vehicle frame of the motor vehicle. This enables direct force transmission from the mounting frame to the vehicle body, and the vehicle's tailgate, which is relatively susceptible to torsion, is protected from excessive force input. The positioning elements can be designed in any desired manner, e.g., as rods. The only requirement is satisfactory force transmission to the vehicle body. In this context, the vehicle body is understood to mean the vehicle frame, in particular the load-bearing vehicle chassis without the tailgate.

[0016] In a preferred embodiment, the at least one positioning element can comprise a lever kinematics that can be adjusted with an opening / closing movement of a vehicle tailgate. In particular, the lever kinematics can be automatically adjustable during the movement of the tailgate, either guided by the movement of the tailgate or optionally drive-driven. As an alternative to a lever kinematics, according to a simplified embodiment, it is also conceivable for the positioning means to be designed as simple rods or supports that must be manually moved by the user into the desired supporting position for force transfer from the mounting frame into the vehicle body. In this case, a design with one or more joints that allows the supports to be folded out or in is conceivable.

[0017] For safety reasons, it may be advisable to provide at least one fixing device for at least one positioning element to lock the positioning device in the supporting position for force transfer from the mounting frame to the vehicle body. It is advisable to monitor the status of the fixing device using sensors, in particular to influence the drive control of the lifting device.

[0018] As indicated above, the lever kinematics can include a dedicated drive for adjustment. Such a drive can be electric or electro-hydraulic.

[0019] The lifting device can preferably comprise a separate control unit, ideally equipped with a suitable interface for connection to an existing bus system of a motor vehicle. The control unit comprises an associated operating module for actuating the drive of the lifting device for unwinding and rewinding the load cable. A software-based solution for the control unit is conceivable, which is configured to control the release of the electric motor drive of the take-up roller according to an operating concept and / or depending on the state of the positioning elements or the lever kinematics and / or the vehicle.

[0020] It is possible to install control elements for manual operation of the control unit and thus the lifting device directly on the vehicle, particularly in the tailgate area. Alternatively or additionally, mobile solutions are conceivable, e.g., via radio remote control, particularly via the vehicle key, and / or app-based via a mobile device such as a smartphone, wearable, tablet, laptop, etc.

[0021] In addition to the motor vehicle according to the invention with a lifting device, the invention also relates to a loading floor module for installation in the trunk of the motor vehicle. The proposed loading floor module is preferably used in combination with the lifting device.

[0022] The lifting device according to the invention comprises a floor frame, on the underside of which one or more support elements are arranged for supporting the module on the cargo floor of a motor vehicle. One or more support rollers are installed on the top of the floor frame. A mobile loading plate is mounted on the floor frame with the aid of the support rollers so that it can be displaced longitudinally relative to the floor frame and can thus be arranged within a motor vehicle or its cargo space, so that the loading plate can be moved out of and into the cargo space in the longitudinal direction of the vehicle.

[0023] For this purpose, two guide modules with connection points for fixing to the side walls of a vehicle loading space are provided, wherein the guide modules each have at least one guide roller rolling on the surface of the loading plate in order to guide the loading plate along its long side.

[0024] Additionally, the guide modules can each have at least one lateral guide roller that rolls along the longitudinal edge of the loading plate. This ensures sufficient longitudinal guidance and prevents unwanted movement of the loading plate in the transverse direction of the vehicle.

[0025] A frame may be provided which extends at least partially around the loading plate and is connected to the floor frame, which frame preferably comprises one or more locking elements in order to temporarily fix the loading plate relative to the floor frame.

[0026] The loading floor module or the mobile loading plate can be manually movable. However, the integration of a suitable drive for motorized movement of the loading plate relative to the floor frame is preferred. Such a drive can be implemented, for example, by at least one driven support roller that rolls along the underside of the loading plate and thereby moves the plate in the longitudinal direction of the vehicle. Alternatively, the drive can also be implemented by a traction cable drive.

[0027] Advantageously, a load sensor can be integrated into the floor frame to detect the weight of the load on the loading plate in order to avoid overloading and thus mechanical overloading of the body or overloading of the drive of the loading floor module.

[0028] The loading floor module also has a control unit with a control panel for operating the drive of the load floor module.

[0029] As already stated above, the combination of the aforementioned lifting device and the load floor module according to the invention offers a particularly outstanding solution for enabling the loading and unloading of the trunk of a motor vehicle. In this case, it is advantageous if the lifting device and the load floor module have a common, central control unit that can be connected to a motor vehicle bus via an interface.

[0030] The motor vehicle according to the invention with the loading and unloading system is intended to avoid the disadvantages of a complex, mechanically interconnected lifting system by being modular in design, centrally controlled, and integrable into the vehicle body. This is also intended to ensure that the usable volume of the cargo space is only minimally reduced by the loading and unloading system, in particular the load floor module. The components of the invention are to be implemented in such a way that the loading and unloading system or the lifting device and / or the loading module can be integrated into the vehicle manufacturer's manufacturing process and can thus be selected as an option when ordering the vehicle. Retrofitting the vehicle should also be possible (as far as the vehicle design allows). For the user, the work with the load during loading and unloading activities should be minimized. The user should be minimally stressed by handling the load.Lifting and transporting the load in and out of the cargo area / trunk should be done by the loading and unloading system.

[0031] Load handling should be controlled via a control panel. Nevertheless, the user should be responsible for correctly configuring the loading and unloading system and handling / securing the payload. The system should detect operation outside of specifications (mechanical / electrical and thermal parameters) and warn the user to minimize the risk of damage. It should be possible to implement individual components such as the lifting device and load floor module in various combinations (e.g., degree of motorization, load capacity) in order to enable different levels of operating convenience (partial automation of the loading and unloading process; manual operation of the loading plate; manual / motorized opening and closing of the load compartment lid / trunk lid, remote control).

[0032] Further advantages and features of the invention will be explained in more detail with reference to the exemplary embodiments illustrated in the figures. They show: Fig. 1a-1e: Illustrations of the loading and unloading system in chronological sequence when lifting a load, Fig. 2a-2e: Illustrations of the lifting device, Fig. 3a-3e: Illustrations of the load floor module, Fig. 4a-4c: Illustrations of the holding module of the lifting device, Fig. 5a-5d: Illustrations of the load carrier of the lifting device, Fig. 6a-6d: Illustrations of various operating elements for the loading and unloading system, Fig. 7: Speed ​​and acceleration diagram of the drives of the lifting device or the loading module during a braking process, Fig. 8: Speed ​​and acceleration profile of the vertical movement of the crossbar when attaching a load and Fig. 9: Braking profile of the drive of the lifting device during an emergency stop.

[0033] The loading and unloading system according to the invention for a conventional motor vehicle, in particular a passenger car, will be described in detail below. The loading and unloading system consists of the following, partly optional, subcomponents: 1. Lifting device for lifting and lowering a load ( Figures 2a-2e ); 2. Loading floor module for receiving the load and transporting the load in and out of the loading area ( Figures 3a-3e ); 3. Operating module(s) for implementing the interface between user and system ( Figures 6a-6c ); 4. Load holder for suspending the load from the lifting device and for secure anchoring in the cargo space. Furthermore, the load holder functions as a load container to transport the payload safely to / from the vehicle ( Figures 5a-5d ); 5. Mounting module with positioning elements for holding and supporting the lifting device: These hold the lifting device in working position and distribute the load weight on the vehicle body ( Figures 4a-4c ) 6. System control unit for controlling all operations according to user inputs and vehicle status. 7. Auxiliary battery that provides additional power if the vehicle's battery charge level is insufficient.

[0034] The aforementioned subcomponents are described in detail below. The main component of the loading and unloading system is a lifting device in the form of an electric motor-driven traction cable system. lifting device

[0035] The traction cable system consists of an electric motor 120, a gearbox 110, a brake 140, a load cable take-up roller 150, load cable guide modules 180, a mounting frame 160, a load cable 170, and a support or crossbar 130 for load support. Heavy items of luggage 5 (payload) can be lifted, held, and lowered using the lifting device.

[0036] With the exception of the crossbar 130, which is connected to the traction cable system by one end of each load cable 170, the other components of the lifting device are installed in the tailgate 7 of the motor vehicle. The ends of the load cable 170, which are connected to the crossbar 130, exit from the interior of the tailgate 7 through two openings located to the left and right of the lower inner edge of the tailgate 7. Thus, the length of the crossbar 130 is approximately equal to the width of the tailgate interior (approximately corresponding to the width of the cargo area).

[0037] The baggage 5 (payload) can be suspended at any position on the crossbar 130, allowing a repeated loading process to load multiple heavy pieces of baggage 5 independently and position them on the loading area 220. Through appropriate design of the lifting control electronics (including sensors), load weight, overload, and overheating of the load drive can be detected, and height control of the load handling can be realized.

[0038] The crossbar 130 (load carrier) is locked in a recess 190 or depression 1920 of the cover element of the tailgate 7 to avoid mechanical vibrations while driving (when the lifting device is inactive). The fastening of the crossbar 130 in the parked position can be realized purely mechanically, for example, by snap-in clips 1910 or spring pushers 1910. A sensor 1940 (e.g. Hall / contact sensor) detects whether the crossbar 130 is in the parked position. Figure 2aThe crossbar is shown once in the parked position 130 and once in the lowered position 130'. The weight of the crossbar 130 must be dimensioned such that sufficient tension is maintained on the load cable 170 even when unloaded, thus ensuring correct load cable routing and winding at all times. In the parked position, the load cables 170 are not under tension, so that the crossbar 130 can be manually pulled out of the trough 190.

[0039] The load cable 170 consists of two cable sections 171, 172 of equal length, which are wound separately in opposite directions on the take-up reel 150, so that when the cable take-up reel 150 rotates in one direction, the two cable ends, each fixed to one end of the crossbar 130, lower or raise simultaneously, depending on the direction of rotation of the cable take-up reel 150. The take-up reel 150 thus consists of two reels onto which the cable sections 171, 172 are wound in opposite directions.

[0040] To properly tension and guide the load cable 170, a cable guide module 180 is attached to each cable outlet opening in the tailgate 7. The cable guide module 180 ensures the correct deflection of the cable 170 via the rollers 1820, 1830, so that even when the motor vehicle is not in a horizontal position or when balancing the load 5, the load cable 170 does not rub against the tailgate 7 or jump out of the guide 180. The rollers 1820, 1830 can be mounted on ball bearings in a holding frame 1810.

[0041] All components located inside the tailgate 7, such as the electric motor 120, transmission 110, brake 140, load cable take-up roller 150, and guide modules 180, are fixed to a mounting frame 160. Thus, the mounting frame 160 fulfills the following functions. 1. Simplification of final assembly at the vehicle manufacturer - assuming appropriate design of the tailgate 7 - since the parts can be pre-assembled and commissioned outside the tailgate 7 (e.g., at the supplier). 2. Mechanical reinforcement of the tailgate 7, minimizing the risk of deformation of the tailgate 7 under load. 3. Implementation of the fastening / anchoring points for the support elements that transfer the mechanical load from the lifting device to the vehicle frame.

[0042] The mechanical load can thus be transferred to the position holders via the anchoring elements 6240.

[0043] The electric motor drive of the lifting device consists of a combination of electric motor 120 including spindle, gearbox 110, brake 140, cable take-up reel 150, control module 1230, and vehicle wiring harness connector 1260. The electronics and controller software of the control module 1230 are designed so that in the event of an electronic fault or power failure, the brake 140 is automatically triggered (e.g., using an electromagnetic brake). Furthermore, the electric motor drive is equipped with the necessary sensors 1210 to record the following operating parameters: 1.Measurement of the load weight, including detection of mechanical overload 2.Measurement of the lifting distance (load movement) 3.Detection of overheating of the motor and / or gearbox

[0044] The signals 1250 from the overload sensors 1210 are received by the motor module's module processing unit (abbreviated "MPE" 1230) and forwarded to the control unit via the connection bus (such as CAN / LIN) 1260. Furthermore, based on the commands received from the control unit, the module processing unit 1230 controls the electric motor 120 and the electromagnetic brake 140 (signals 1240, 1250). Lifting device mounting module

[0045] The components of the lifting device mounting module are shown in the Figures 4a to 4cshown. A not insignificant component of the loading and unloading system can be the implementation of at least one mounting element 60 for mechanically positioning and supporting the lifting device 10 and tailgate 7. Basically, there are two lifting device positioning elements 620, each arranged to the left and right of the tailgate 7. The task of the positioning elements 620 is to support the lifting device 10 and tailgate 7 and to transfer the mechanical load 5 to the vehicle frame 4. This function is fulfilled by attaching one end of each positioning element 620 to the mounting frame 160 of the lifting device 10—referred to as the lifting device anchor 6240—and the other end to the vehicle frame 4 (trunk frame)—referred to as the vehicle frame anchor 6250. This ensures that the tailgate 7 is held in position during load manipulation and does not move unintentionally.

[0046] Each positioning element 620 of the mounting module consists of a positioning frame 6220 with segments 6221, 6222, and an optional positioning frame actuator / position sensor 6230 including a vehicle wiring harness connection. To enable the tailgate 7 to open even if the on-board electrical / electronic system fails, the tailgate 7 is driven in the "open" direction by a mechanical spring—e.g., a gas spring 630 (i.e., the opening of the tailgate 7 is also enabled "purely passively" by the gas spring 630—like opening a "conventional tailgate"). The spring force must be dimensioned to compensate for the increased weight of the tailgate 7 due to the built-in lifting device 10. After the tailgate 7 is unlocked, the gas spring 630 ensures that the tailgate 7 is partially opened. The motor 6230 then starts to move the tailgate into its final position with the help of the two segments of the positioning frame 6221, 6222.

[0047] Each positioning frame 6220 is implemented by mechanical coding – referred to as the termination element of the positioning frame 6220 – so that "overstepping" the working position is impossible, and reaching the working position can be detected both visually and haptically by the user and electrically by the position sensor 6230. The termination element thus fulfills a "poka-yoke" function. The positioning elements 620 of the mounting module are recessed into the body 4 when the vehicle is parked (tailgate 7 closed) and are extended from their parked position either manually or electrically for the working position. The use of an electric / hydraulic position sensor (positioning frame actuator 6230) also enables automated opening / closing of the tailgate 7.

[0048] The optional motor drive (positioning frame actuator 6230), which can be implemented using hydraulic / electrical solutions currently available on the market, must be active in the closing direction of the tailgate 7, whereby manual closing of the tailgate 7 must also be possible (e.g., in the event of a failure of the electrical / electronic system). Upon reaching the working position of the tailgate 7 or the lifting device 10, each positioning element 620 is manually locked by the user using a fixing element 610 to secure the working position of the lifting device 10. The correct engagement point of the fixing element 610 must be clearly indicated to the user on the positioning element 620, e.g., by colored markings or labeling. Optionally, a pair of sensors 640, 641 – called fixing sensors – can be used in each fixing element 610; see the design according to Figure 4c. Thus, the position of the fixing element 610 relative to the correct position of the positioning frame 6220 can be electronically detected, and operation of the lifting device 10 is only enabled when the fixing element 610 is in the correct position. With the help of the sensor 641, it can now be detected whether the fixing element 610 is in the release position (the respective positioning frame 6220 can move into the parking position and the tailgate 7 can be closed). The sensor 640 can detect whether the fixing element 610 is in the working position (whether the respective positioning frame 6220 can correctly support the lifting device 10 and thus the tailgate 7 during operation). The sensors 640, 641 are installed in the positioning frame 6220. These can be implemented, for example, as Hall sensors that react to the proximity of the fixing element 610.

[0049] Another possibility for the realization of the positioning frame 6220 is the use of two simple "support rods" (see Figure 4a ), which, in the parked position, are lowered either into the tailgate 7 or into the trunk floor and are then manually moved into the correct position and secured with the fixing element 610. In this case, the tailgate 7 must be opened / closed manually or, if necessary, via an external motorized actuator (commercially available solution). Loading floor module

[0050] The components of the loading floor module 20 are shown in the illustrations of Figures 3a to 3eThe loading floor module provides an extendable and retractable mobile loading platform 220, which can operate synchronously with the lifting device 10—in the case of a fully motorized solution—to pick up the piece of luggage 5 lifted by the lifting device 10 and transport it into the luggage compartment, providing similar support during unloading. The mobile loading platform 220 and the other necessary technical elements form the aforementioned loading floor module 20. The loading floor module 20 can be optionally installed in the luggage compartment and consists of the following elements: 1. Two guide modules 210 - one on each side near the loading edge to guide the mobile loading plate 220 in the extended position, hold it, and guide it back into the cargo area. 2. Mobile loading plate 220: transports the payload in and out of the cargo area. 3. (Fixed) floor frame 230 - with support rollers 2310 for the even distribution of the loading plate load on the floor frame 230 and thereby transferring the load weight to the vehicle body 4. 4. Locking element(s) 250 for locking and securing the mobile loading plate 220 in the retracted position. This transfers the centrifugal forces caused by the load mass (mobile loading plate 220 and payload 5) to the body 4 during acceleration and braking of the vehicle. 5. Optionally, a guide drive 240 for the charging plate 220, including the vehicle cable harness connection, can be attached to the floor frame 230. 6.Optionally, the reaching of the maximum load (related to the load-bearing capacity of the loading plate 220 and the entire loading floor module 20) can be detected by an electronic scale 280 integrated in the floor frame 230. 7. Base frame 290 for mounting the loading floor module 20 in the trunk floor.

[0051] The loading floor module 20 is designed so that the mobile loading plate 220 is always guided during retraction and extension without the risk of jamming. This prevents the mobile loading plate 220 from becoming wedged, crooked, or "falling out." A guide module 210 is attached to the vehicle body / frame 4 on each side of the mobile loading plate 220 (relative to the vehicle's longitudinal axis - axis "x"). The main function of the two guide modules 210 is to limit the movement of the mobile loading plate 220 exclusively to the x-axis. This is achieved by equipping each guide module with guide rollers 2120 and 2130.

[0052] The limitation of the movement of the mobile loading plate 220 in the z-axis (vertical) is realized by the upper guide rollers 2120, which are in contact with the upper side of the mobile loading plate 220 and thus, in the extended position of the mobile loading plate 220, transfer part of the total weight of the mobile loading plate 220 including the load 4 to the body 4. The upper guide rollers 2120 press the mobile loading plate 220 onto the base plate 230 and thus also onto the electric motor drive 240 and onto the support rollers 2310.

[0053] The limitation of the mobile loading plate's movement in the y-axis (horizontal - lateral) is realized by side guide rollers 2130, which are in contact with the lateral side of the mobile loading plate 220. Thus, two side guide rollers 2130 per guide module 210 are sufficient to suppress the movement of the mobile loading plate 220 in the y-axis direction.

[0054] The movement of the upper guide rollers 2120 is monitored by the control module via rotation sensors 2140, thus detecting any unexpected blockage of the mobile loading plate 220. In addition, extension limiters 2220, mounted on the mobile loading plate 220, mechanically secure the plate 220 in the "extended" position. This ensures that even if the guide drive 240 fails, the plate 220 does not "fall out of the vehicle." The load distribution elements 2340, 2350 can also incorporate force sensors 280 to measure the total weight of the payload 5. Also mounted on the floor frame is the motorized guide drive 2410, which moves the mobile loading plate 220 via a linear drive 2420 (e.g., toothed belt axes). The guide drive 2410 has a sensor system 2440, 2430 to detect an accumulation of water in the cargo space or overload of the guide drive 2410.The transmission of the power generated by an electric motor 2410 to the mobile loading plate 220 can also be achieved by means of a specially profiled rubber roller 2420 - if the system is designed for lower total loads - or by a traction cable system for higher load capacities. Regardless of the design of the electric motor drive 240, it should also enable purely manual manipulation of the mobile base plate 220. This can be achieved, for example, by an electromagnetic clutch located between the electric motor 240 and the drive roller 2420 or traction cable. The vehicle wiring harness connection connects the electric motor drive 240 to the control unit of the loading and unloading system via the vehicle wiring harness.

[0055] The material properties of the mobile loading plate 220 must ensure that when fully extended, the loading plate 220 does not break under full load. This can be achieved, for example, by using composite materials (carbon fiber). Due to the lifting device 10's ability to measure the load weight, the total weight can be roughly calculated even with multiple loads 5, and the user can be warned if the permitted maximum weight is exceeded. The top of the mobile loading plate 220 must be designed to be slip-resistant by using appropriate rubber profiles. It is sensible to optionally include edge protection profiles in at least some sections of the loading plate 220, which prevent the payload from slipping sideways off the loading plate and thus making it more difficult to extend the loading plate.

[0056] During driving, when the mobile loading plate 220, including the payload 4, is retracted into the trunk ("transport position"), the mobile loading plate 220 must be sufficiently secured so that even at higher accelerations (in any direction), but especially in the x-direction (direction of travel), the mobile loading plate 220 remains in a stable position and the guide elements are not damaged. For this purpose, positioning notches 2210 are milled into the mobile loading plate 220 both at the rear and at the front (relative to the direction of travel). The two front (viewed in the direction of travel) positioning notches 2210 serve to position the mobile loading plate 220 by engaging in positioning wedges 291 of the base frame 290. The rear positioning notches 2211 allow the mobile loading plate to be locked using locking bolts 250.The contact points between the base frame 290 and the mobile charging plate 220 must have vibration-damping properties (e.g., can be realized from rubber / silicone profiles). Operating concept and operating module(s)

[0057] For the loading and unloading system, a uniform operating concept consisting of control and information elements can be implemented using several operating modules. The operating concept includes the following control and information elements (these are explained in more detail in the following paragraphs): 1. Visual information: "System fault" - e.g., red light, continuously lit 2. Visual information: "Overload" - e.g., red light, flashing 3. Visual information: "System active" (under normal load or in motion) - e.g., yellow light, flashing 4. Visual information: "System initializing" - e.g., green light, flashing 5. Visual information: "System ready, inactive" - ​​e.g., green light, continuously lit 6. Acoustic warning: "System in motion" (e.g., a buzzer that is active while the load 5 is being moved) 7. Controls "Down," "Up," "Extend," "Retract" 8. Control "System enable / disable / Emergency stop" 9. Optional: a text display for simplification of operation and presentation of additional operating information

[0058] The type of operating module resulting from the described operating concept can be implemented in various ways, for example as a control panel 310 attached to the vehicle, in particular the tailgate 7 (see Figure 6a ), as remote control 320 (see Figure 6b ) or as Applet 330 for mobile devices such as smartphones, smartwatches (see Figure 6c ), as will be shown further in this chapter.

[0059] The control panel 310 is positioned on the side of the tailgate 7 so that, when the integrated lifting device 10 is in the working position, a child cannot reach the control buttons of the control panel 310. Furthermore, the control electronics are implemented in such a way that the commands can only be activated when the tailgate is opened and moved into the working position and the vehicle is secured while stationary (e.g., handbrake applied, gearshift lever in "P" position). Note: The automatic attachment of the tailgate 7 in the working and closed positions is possible with the operating concept (opening the tailgate via the tailgate switch, vehicle key remote control, button on the inside of the tailgate).

[0060] The control panel 310 includes an on / off button 3110. The on / off button 3110 has two positions: in the "pressed" position 3110, the loading and unloading system is "locked, inactive": all motor actuators are inactive, and available braking elements are active (e.g., the brake 140 of the lifting device 10). When the on / off button 3110 is in the pressed position, further commands for operating the loading and unloading system (except for the "unlock system" command) are ignored. In the "pulled-out" position 3110 of the on / off button, the loading and unloading system is "unlocked" and can accept further commands.

[0061] The On / Off button 3110 is assigned a status indicator 3111, which continuously indicates the availability of the "Emergency Stop" function (e.g., dimmed, continuously lit Emergency Stop symbol and illuminated "Emergency Stop information text" 3111.A), and also indicates the release status of the loading and unloading system, e.g., green when the system is unlocked 3111.B or intense red when the system is locked 3111.C. By pressing the On / Off button 3110 while the crossbar 130 or the loading plate 220 is moving, the respective drive is brought to a rapid standstill by activating the brake. The emergency stop braking profile is defined in Figure 9 presented informatively.

[0062] The control panel 310 includes two control buttons for raising / lowering load 5 by the lifting device 10. The lifting device 10 is controlled via the "UP" buttons 3120 and "DOWN" 3130. If neither button is pressed, the lifting device 10 holds the crossbar 130 and load 5 in the currently reached position (using the lifting device brake 140). As long as the "UP" button 3120 is pressed, the lifting device 10 raises the crossbar 130 and any attached load 5. Upon reaching a predefined "Limit-Top Position," the crossbar 130 remains in this position even when the "UP" button 3120 is pressed again. The acceleration and speed profile in the vertical direction (crossbar 130 under load) are shown in Figure 8 presented informatively.

[0063] The lifting device 10 can detect when the crossbar 130 is not under load (e.g., by measuring the motor load current of the motor 140). After attaching the load 5 to the crossbar 130 (e.g., using lifting straps), the lifting device 10 must first lift the crossbar 130 relatively quickly, as long as the load 5 is not "hanging" and the straps are not tensioned. In order to properly tension the lifting straps (and thus ensure the correct hanging position of the load 5), the lifting device 10 must stop the movement of the crossbar 130 before the load 5 is completely suspended from the crossbar 130, thus allowing readjustment of the lifting straps. The acceleration and speed profile for this application is shown in Fig. 8 presented informatively.

[0064] As long as the "DOWN" button 3130 is pressed, the lifting device 10 lowers the crossbar 130 and any attached load 5. Upon reaching a predefined "Limit-Bottom Position," the crossbar 130 remains in this position even upon further pressing of the "DOWN" button 3130. The control panel 310 includes two control buttons for moving the load 5 into and out of the trunk through the loading floor module 20. The mobile loading plate 320 is controlled via the "IN" buttons 3140 and "OUT" buttons 3150. If neither of the buttons 3140 and 3150 is pressed, the drive 240 of the mobile loading plate 220 (via the drive brake) holds the mobile loading plate 220 and load 5 in the currently reached position. As long as the "OUT" button 3150 is pressed, the mobile loading plate 220, including load 5, is moved out of the loading space 130. When the "Limit-Out Position" is reached, the mobile loading plate remains in this position even if the "Out" button 3150 is pressed again.As long as the "IN" button 3140 is pressed, the mobile loading plate 220, including load 5, is moved into the loading space 130. Upon reaching a "limit-in position," the mobile loading plate 220 remains in this position even if the "IN" button 3140 is pressed again.

[0065] The control profiles of the forces applied to the crossbar 130 by the drive 120 of the lifting device 10 and to the mobile loading plate 220 by the drive 2320 of the mobile loading plate 220 must be designed so that no jerky movement of the load is caused. Such control profiles are known, for example, from robotics.

[0066] The control elements are visually marked in such a way that the different positions of the tailgate 7 make it difficult to mix up the control functions. The control elements are illuminated when the system is active to enable operation even in the dark. The control panel 310 includes a light display 3170 for signaling the current system status, so that the user has a quick overview. The light display has three colors, the meaning of which has already been defined above. The control panel 310 includes a buzzer 3180 for the audible warning when the lifting device 10 or the mobile loading plate 220 is moving (e.g. intermittent beeping). Furthermore, the buzzer can be active when the tailgate 7 opens or closes. The control panel 310 includes a text display 3160. This can be used, for example, toThe weight of the load 5 suspended on the crossbar 130 or the total weight of all loads 5 located on the mobile loading plate 220 can be displayed. Furthermore, general information (error status, maintenance instructions) can be displayed. The text display is optional, as the information can also be displayed on other information display devices (e.g., on-board computers).

[0067] A further variation of the operating concept, as shown above, can be achieved by an optional remote control 320 ( Fig. 6b) be realized. While controlling the system via the control panel 310 requires the user to be in close proximity to the control panel 310, control can be exercised more flexibly via the remote control 320 (e.g., to manually orient bulky loads 5 if necessary). The remote control 320 can be part of the vehicle key or a separate module (e.g., a key fob). The remote control 320 only has the control buttons "UP" 3220, "DOWN" 3230, "IN" 3240, and "OUT" 3250. The other display elements described as parts of the control panel 310 (On / Off button 3110; light indicator 3170; buzzer 3180; text display 3160) are integrated only in the control panel 310. The arrangement of the control buttons 3220, 3230, 3240, 3250 on the 320 remote control is designed so that the functionality of each button can be recognized haptically. Examples are described in the implementation section of this document.

[0068] The control buttons can send commands to the system control when the vehicle is unlocked and the tailgate 7 is in the working position; otherwise, these control buttons are inoperative. Note: The tailgate 7 is in the working position when the crossbar 130 is not in its parked position and the support module of the lifting device 10 is fixed in accordance with the operating concept. If a remote control 320 is used to control the system, the control buttons 3120, 3130, 3140, and 3150 can also be omitted for load movement on the control panel. Even when using a remote control 320 or a control application (p. Figure 6c), the control panel 310 on the vehicle must include the following elements: On / Off button 3110, light indicator 3170, and buzzer 3180. In the event of a failure of the remote control 320 or the control application, the On / Off button can be used to "park" the lifting device 10. If the remote control 320 is integrated into the vehicle key, the vehicle lock button (of the remote control) can be used as an emergency stop button.

[0069] A further development of the operating concept is an optional "control app" 330 (according to Figure 6c), integrated into a mobile device such as a cell phone, tablet, smartwatch, and the like. The mobile device can communicate with the vehicle management system (e.g., vehicle gateway or body controller control unit) via Bluetooth or WiFi. In this case, the control app 330 communicates with the body controller, which forwards the commands and status information to the control unit of the loading and unloading system (body controller as a relay function). If the vehicle management control unit - e.g., body controller - does not support wireless communication with other devices, communication with the control app can be realized directly from the control unit of the loading and unloading system.

[0070] Any type of radio control (via remote control 320 or via control app 330) must run via standard encryption protocols (e.g., Bluetooth Authentication-Authorization and Encryption). The control app 330 is implemented in such a way that the functions of the loading and unloading system can be started from a main window 3310. The main window consists of the graphical representation of the control buttons 3120, 3130, 3140, and 3150 for load movement, a selection-confirmation button 3320, and the information display 3160. The introduction of the confirmation button ensures that an unintentional activation of the loading and unloading system's functions cannot occur. Only the "control element / confirmation element" sequence may lead to function release.By enabling the function of a control element in the main window, as described in the previous paragraph, you access function window 3330, where only one control element (corresponding to the enabled function) is available. Pressing the graphic symbol of the control element activates the corresponding load movement function. The "Back" function 3340, which is available on all mobile devices, takes you from function window 3340 to the main window 3310. The "Emergency Stop" function 3110 can be implemented using the "Off" button (which is also available on all mobile devices). A brief press of the "Off" button brings the loading and unloading system to an immediate stop. load carrier

[0071] Another important and advantageous aspect of the device is that specially designed load carriers 50 (see Figures 5a-5d) to safely handle the payload 5 during lifting / lowering and securing in the cargo space. The load carrier 50 can be designed either as a net (load net) or as a box (load box).

[0072] Cargo net: The cargo net can be the full width of the cargo area ("full-width net") or, for example, only half the width of the cargo area ("half-width net"). This allows for a variety of applications. Larger bags, such as those sold in garden centers, are handled with a full-width net, while smaller bags (e.g., cement bags) or beverage crates are handled with a half-width net.

[0073] Reinforcement straps: The load net consists of a flat net 510 provided with perpendicularly arranged reinforcement straps (load-bearing reinforcement straps 520) and stabilizing reinforcement straps 530. The load-bearing reinforcement straps 521 serve to suspend the load net from the crossbar 130 of the lifting device 10. The stabilizing reinforcement straps 530 serve only to ensure the positional stability of the load-bearing reinforcement straps 520. The load net is suspended from the lifting crossbar 130 using straps 580 and anchors 590 (carabiners) attached to the hanging loops 540. The load-bearing and stabilizing reinforcement straps 520, 530 are sewn or riveted together at their intersection points 560.

[0074] Hanging loops: Hanging the load net (including payload 5) from the crossbar 130 of the lifting device 10 is made possible by implementing hanging loops 540 at the ends of the load-bearing reinforcement straps 520. Furthermore, at certain points where the load-bearing reinforcement straps 520 and the stabilizing reinforcement straps 530 intersect, intermediate hanging loops 550 are attached to enable optimal suspension of the payload 5.

[0075] Securing loops: The stabilizing reinforcement straps 530 also have loops 533 at their ends to allow the load net to be tied laterally using adjustable securing straps 570.

[0076] Load box: instead of the load net, which is not dimensionally stable and is therefore more suitable for boxed goods / bagged goods, a folding box 53 specially designed for this purpose can be used (see Figure 5d). The folding box 53 has hanging loops or eyelets 531 on its long and / or transverse sides for hanging from the crossbar 130 using hanging straps and snap hooks in a longitudinal or transverse position. The load box should be stackable to support several such fully loaded boxes. System control unit

[0077] The loading and unloading system includes a modular control unit that controls all functions of the loading and unloading system. The control unit can be physically implemented as part of a multi-function control unit (e.g., a body control module) or as a separate control unit. The following paragraphs describe only the specific control functions. From a functional perspective, the control unit consists of several functional blocks: 1. Control operation mode (LF_OpMdCtrl) 2. Control lifter module (LF_LftMdlCtrl) 3. Control load carrier module (LF_LdrCrrCtrl) 4. Control lifter supporting module (LF_SprtMdlCtrl) 5. Control actuators (LF_ActCtrl) 6. Monitor functions of the loading and unloading system and initiate emergency response (LF_IntLdhMon) 7. Control user modules (LF_UsrMdlCtrl) 8. Vehicle communication (Vehicle communication; abbreviation LF_VehComm) 9. If an additional battery is used: Check the additional battery (charge the battery when the engine is running / switch between the main battery and the additional battery when the charging and discharging system is in operation).

[0078] Function "Control operating modes" LF_OpMdCtrl: this function controls all other functions of the loading and unloading system based on: 1. current status of the components of the loading and unloading system (status is determined via the monitoring function LF_IntLdhMon), 2. vehicle status (status is determined via the vehicle communication LF_VehComm), 3. activated command from the user (command is determined via the operating module control LF_UsrMdlCtrl).

[0079] Furthermore, the "Control Operating Modes" (LF_OpMdCtrl) function sends information regarding the operating status of the loading and unloading system to the user via the "Control Operating Modules" (LF_UsrMdlCtrl) function. Furthermore, the "Control Operating Modes" (LF_OpMdCtrl) function sends information regarding the operating status of the loading and unloading system to the vehicle management system via the "Vehicle Communication" (LF_VehComm) function.

[0080] The function "Control lifting device" LF_LftMdlCtrl controls the operation of the lifting device, 10 based on: 1. the operating mode set by the "Operating mode control" function block (LF_OpMdCtrl), 2. the sensor information provided by the "Monitoring" function block (LF_IntLdhMon)

[0081] The control function of the lifting device 10 is implemented in such a way that the function "Control lifting device" LF_LftMdlCtrl sends commands to the function block "Control actuators" LF_ActCtrl and receives status information from the function block "Control actuators" LF_ActCtrl.

[0082] The function "Control loading floor module" LF_LdrCrrCtrl controls the operation of the loading floor module 20, based on: 1. the operating mode set by the "Operating mode control" function block (LF_OpMdCtrl), 2. the sensor information provided by the "Monitoring" function block (LF_IntLdhMon)

[0083] The control function of the loading floor module 20 is implemented in such a way that the function "Control loading floor module" LF_LdrCrrCtrl sends commands to the function block "Control actuators" LF_ActCtrl and receives status information from the function block "Control actuators" LF_ActCtrl.

[0084] The function "Control bracket module" LF_SprtMdlCtrl controls the operation of the lifting device bracket module 60, based on: 1. the operating mode set by the "Operating mode control" function block (LF_OpMdCtrl), 2. the sensor information provided by the "Monitoring" function block (LF_IntLdhMon)

[0085] The control function of the lifting device support module 60 is implemented such that the "Control support module" function LF_SprtMdlCtrl sends commands to the "Control actuators" function block LF_ActCtrl and receives status information from the "Control actuators" function block LF_ActCtrl.

[0086] The "Actuator Control" function (LF_ActCtrl) converts logical commands received from the various control functions (LF_LftMdlCtrl, LF_LdrCrrCtrl, LF_SprtMdlCtrl) into physical control signals required by the various actuators to perform the customer functions. The "Actuator Control" function (LF_ActCtrl) is implemented in such a way that a logical command corresponding to a motion profile (e.g., "Move crossbar 130 upwards without load 5") is assigned a calibrated profile of control signals specifically assigned to an actuator (e.g., BLDC motor / brushless DC electric motor). To regulate the control signals, physical status information is evaluated (e.g., the load is determined from the phase current of the BLDC motor stator, and any overload or mechanical defect is detected).Furthermore, temperature sensors make it possible to detect / verify an overload situation in order to regulate the control signals so that permanent material defects can be avoided (e.g. in an overload situation, the electric motor is first controlled with a "slow movement profile").

[0087] The "Control Actuators" function LF_ActCtrl is implemented in such a way that information reflecting the physical status of an actuator is communicated to the higher-level control module (LF_LftMdlCtrl, LF_LdrCrrCztl, LF_SprtMdlCtrl). This allows the higher-level control module to assign the physical actuator status to a logical functional status (e.g., "Lifting device overloaded") and communicate this status to the "Control Operating Modes" function module LF_OpMdCtrl.

[0088] The "Charger Monitoring" function LF_IndLdhMon serves as an additional monitoring mechanism to detect system errors and initiate an emergency shutdown. For this purpose, information from the sensors is collected and evaluated, along with status information from the control modules (LF_LftMdlCtrl, LF_LdrCrrCztl, LF_SprtMdlCtrl).

[0089] The "Control operating modules" function LF_UsrMdlCtrl controls communication between the operating modules 310, 320, and 330, and the "Control operating modes" function LF_OpMdCtrl controls communication between the operating modules 310, 320, and 330 and the control unit. Communication between the operating modules 310, 320, and 330 and the control unit consists of the following processes: 1. Identify external operating modules 320, 330: The control unit authenticates each active operating module 320, 330 via the predefined communication channels (e.g., Bluetooth for the mobile app) using an authentication protocol (e.g., Diffie-Hellmann protocol). This means that commands and status information can only be exchanged with the "own" operating modules. 2. Authenticated operating modules 320, 330 are then marked as operational and released for command exchange. A command received from one of the active operating modules is executed after plausibility checks. Conflicting / mutually exclusive commands are ignored. 3. To monitor an authenticated operating module and detect failures (e.g., implausible commands due to loose electrical contacts), status messages are exchanged cyclically during operation.One of many established verification protocols can be used (question-response sequences, checksum, sequence numbers, command echo). 4. If an operating module error is detected, further commands from the affected module are no longer accepted; status information can be reported to the user via one of the vehicle information displays if necessary. In this case, a "mechanical release" should enable any suspended load to be lowered back to the ground.

[0090] The "Vehicle Communication" function LF_VehComm ensures the necessary flow of information between the control of the loading and unloading system and the vehicle management.

[0091] The sequence of a loading and unloading process using the loading and unloading system according to the invention is shown in chronological order in the Figures 1a to 1eand will be described in more detail below. Each figure may show only a part of a possible implementation of a part of the system, so some implementation aspects (which are not the focus of the explanation) are not shown in each figure.

[0092] In Phase 1 (see Figure 1a ) "Reaching the working position" the tailgate 7 is opened, e.g., through the cooperation of gas springs 630 and electromotive actuators 6230. The position holders 610 are moved into their working position, which is indicated by the reference number 610'. The load carrier rod 130 is manually moved from the parking position to the standby position (reference number 130') in order to be able to pick up the stored luggage 5 in the subsequent steps.

[0093] Figure 1bshows phase 2, "Load Lifting." Here, a piece of luggage 5, which is held to the crossbar 130 by a fastening element 580, is lifted to the highest position by the lifting device 10 using the two load cables 170. Because the control unit can determine the path of the load cables 170, the control unit can also calculate how high the load 5 must be lifted in order to then lower it onto the loading floor 220.

[0094] In phase 3 "Loading", shown in Figure 1c , the mobile loading plate 220 is extended while the load 5 is raised sufficiently to avoid a collision with the mobile loading plate 220. After the loading plate 220 is in the load-picking position, the load 5 is lowered onto the loading plate 220.

[0095] In phase 4 "Stowing", shown in Figure 1d, the mobile loading plate 220 is retracted into the trunk. Due to the adjustable positioning of the mobile loading plate 220, phases 2 to 4 can be repeated several times in order to load several load items 5. In the "Completion of loading" phase, shown in Figure 1e , the loading plate 220 is locked, the load carrier rod 130 is attached to the trunk lid (parking position) and the position holder 610 is brought into the parking position.

Claims

1. Motor vehicle, comprising at least one lifting device (10) integrated into the hatchback (7), comprising an electric motor pull rope system consisting of at least one load cable (170); at least one electric motor driven take up roller (150) for reeling the load cable (170) up and off; and a cable guide (180), by means of which at least two cable harnesses that extend in parallel can be led out of the hatchback (7) in the direction of the floor, wherein the cable harnesses extending in parallel as load reception means are connected at the end side by means of a carrier rod (130), characterized in that at least one installation frame (160) is provided for the lifting device (10) in the hatchback (7), at which the at least one take up roller (150), including an electric motor drive (120), and optionally the cable guide (180) are supported, and at least one, preferably two, positioning elements (620) are provided that are supported on the installation frame (160) at the end side and whose other ends are supported at the vehicle frame (4) of the motor vehicle such that a direct force transmission from the installation frame (160) into the vehicle body takes place.

2. Motor vehicle in accordance with Claim 1, characterized in that the installation frame (150) extends within the hatchback (7) over practically the total width of the hatchback (7) in the installed position.

3. Lifting device in accordance with one of the preceding claims, characterized in that the cable guide (180) per cable harness has a respective roller arrangement (1820, 1830) to guide the load cable (170) out of the hatchback (7) at the desired exit point, with the roller arrangements (1820, 1830) preferably being supported at the free ends of the installation frame (160), while the at least one take up roller (150) is supported centrally between the roller arrangements (1820, 1830) at the installation frame (160).

4. Lifting device in accordance with one of the preceding claims, characterized in that the load cable (170) consists of two separate cables or separate cable sections (171, 172) of the same length and the take up roller (150) has two reels for winding and unwinding the cables or cable sections disposed next to one another on the roller axis.

5. Lifting device in accordance with one of the preceding claims, characterized in that the electric motor drive of the take up roller (150) comprises an electric motor (120), including a spindle, transmission (110), and brake (140), in particular with an emergency brake and a manual release function in the event of a previously triggered emergency brake and / or is equipped with a sensor system (1210) for measuring the taken up load weight and / or the stroke distance and / or the operating temperature.

6. Lifting device in accordance with one of the preceding claims, characterized in that the at least one positioning element (620) comprises lever kinematics (6220) that are adjustable by an opening / closing movement of a vehicle hatchback (7), wherein at least one drive (6230), in particular an electric or electrohydraulic drive, is provided to actuate the lever kinematics of the positioning element (620).

7. Lifting device in accordance with claim 6, characterized in that the at least one positioning element (620) comprises a fixing means (610) for fixing the lever kinematics (6220), with at least one sensor system (640, 641) preferably being provided for the detection of the state of the fixing means (610) or of the lever kinematics (6220).

8. Lifting device in accordance with one of the preceding claims 6 to 8, characterized by a control unit having at least one operating module that is configured to control a release of the electric motor drive (120) of the take up roller (150) in accordance with an operating concept and / or in dependence on the state of the positioning elements (620) or of the lever kinematics (6220) and / or of the motor vehicle.

9. Motor vehicle in accordance with one of the preceding claims, characterized in that the motor vehicle comprises at least one retractable and extendable loading floor module.

10. Motor vehicle in accordance with claim 9, characterized in that the loading floor module comprises: a floor structure at whose lower side one or more support elements are arranged for support on the loading space floor of a motor vehicle and one or more carrier rollers are installed at its upper side; a loading shelf that is displaceably supported on the floor structure in the longitudinal direction relative to the floor structure with the aid of the carrier rollers; and at least two guide modules having connection points for fixing at the side walls of the vehicle loading space, with the guide modules each having at least one guide roller that rolls off on the surface of the loading shelf to guide the loading shelf along its longitudinal sides.

11. Motor vehicle in accordance with claim 10, characterized in that the guide modules each have at least one lateral guide roller that rolls off along the longitudinal edge of the loading shelf.

12. Motor vehicle in accordance with one of the claims 10 or 11, characterized in that a frame is provided that at least sectionally runs around the loading shelf, is connected to the floor structure, and preferably comprises one or more locking elements to temporarily fix the loading shelf with respect to the floor structure.

13. Motor vehicle in accordance with one of the claims 11 to 12, characterized in that at least one drive is provided for the motorized movement of the loading shelf relative to the floor structure, in particular for the drive of at least one carrier roller; and / or in that at least one load sensor system integrated in the floor structure is provided to detect the load weight of the load on the loading shelf.