Multi-level structure for a vehicle structure, and commercial vehicle comprising a multi-level structure

Abstract

The present invention relates to a multi-level structure (100) for a vehicle structure (50) having at least a first loading plane (1) in the form of a lower level, having stanchions (5) or other profiles arranged orthogonally to the first loading plane (1), and having at least a second loading plane (2) in the form of an upper level, which is formed of longitudinal beams (3) and transverse beams (6), wherein, for configuring the second loading plane (2), on each side of the vehicle structure (50) a longitudinal beam (3, 3.1) is located between each two stanchions (5) or each two profiles, parallel to the longitudinal extent of the vehicle structure (50) and connected to the stanchions (5) or profiles, and wherein both longitudinal beams (3, 3.1) are connected to one another via transverse beams (6) located orthogonally to the longitudinal beams (3, 3.1). According to the invention, the longitudinal beams (3, 3.1) are designed from at least two parts, wherein the parts can be displaced relative to one another in such a way that the longitudinal beams (3, 3.1) are telescopic and that the longitudinal beams (3, 3.1) can be guided along the stanchion (5) or profile in the vertical direction relative to the first loading plane (1), while maintaining the connection to the stanchions (5) or profiles.

Description

[0001] Multi-level body for a vehicle body and commercial vehicle with a multi-level body

[0002] The present invention relates to a multi-level structure for a vehicle body with at least one first loading level in the form of a lower level, with stanchions or other profiles arranged orthogonally to the first loading level, and with at least one second loading level in the form of an upper level, which is formed from longitudinal beams and crossbeams, wherein between each two stanchions or each two profiles on each side of the vehicle body, for forming the second loading level, a longitudinal beam is arranged parallel to the longitudinal extent of the vehicle body and is connected to the stanchions or the profiles, and wherein both longitudinal beams are connected to one another via crossbeams which are orthogonal to the longitudinal beams, according to the preamble of claim 1, as well as to a commercial vehicle with the multi-level structure according to the invention according to claim 13.

[0003] Vehicle bodies with multiple loading levels are known from the state of the art, for example in the form of box trailers, which are used for livestock transport, for example. The loading levels of these vehicle bodies are pivoted relative to one another using lifting devices that are part of the vehicle body. It is also known to install a second loading level in a vehicle body when required. The assembly is carried out manually by hooking longitudinal beams between the stanchions and individually hooking the cross beams into the longitudinal beams. If the second loading level constructed in this way is no longer required, the loading level assembled from individual components must be dismantled manually and the individual components stowed in the vehicle body.

[0004] DE 197 06 493 A1 relates to tarpaulin bodies for truck tractors, drawbar trailers, center-axle trailers, and semi-trailers. These allow for quick and easy conversion and secure, virtually play-free, transfer of transverse forces from an upper loading level without any obstructive fastening elements arranged in the lower loading floor. Crossbeams are not attached directly to the stanchions, especially sliding stanchions, but rather to side beams that are attached longitudinally to the sliding stanchions and are generally inserted between them in the plane of the stanchions. The truck is secured against transverse forces by means of a diagonal brace that can be attached to the chassis and the crossbeam.

[0005] From DE 85 19 969 U1, a double-decker car transporter with a trailer having a lower loading bridge is known, which can be fixed in different angular positions to each other by means of an adjusting device acting on the drawbar and the chassis for lowering and raising the rear end of the loading bridge.

[0006] DE 203 18 001 U1 relates to a loading beam for a double-decker or multi-decker loading space, in particular of a truck body, wherein several loading beams can be mounted horizontally in the loading space and form at least one additional loading level above a loading space floor, and wherein each loading beam is connectable to the rest of the truck body at both of its ends. The loading beams known from DE 203 18 001 U1 are characterized in that, in the unloaded state, they have an arched shape pointing toward the load to be supported, and wherein the loading beams each have at least one tensioning element that limits deflection of the loading beams under a load carried by them to a predeterminable extent.

[0007] Finally, EP 0 698 545 A1 discloses a truck body with a double-decker function which, despite having a roller shutter at the front, exhibits sufficient rigidity, for example, against the transverse forces exerted by a load. This is because the conventional rectangular cross-sectional profile of the body is stiffened by a diagonally running, tensile strut that is arranged at an angle and can be easily removed from the bracing layer. The overall disadvantage of the known double-decker solutions is that either the additional loading level must be constructed from many individual parts when required, and these individual parts must be stowed in the vehicle after dismantling on the loading level. Secondly, vehicles with two or more fixed loading levels are special vehicles with a pivoting device built into the vehicle, which results in a high weight of these special vehicles.In addition, the solutions known for these special vehicles cannot be implemented for use in curtainsiders, i.e. vehicles with tarpaulin bodies.

[0008] Disclosure of the invention

[0009] The object of the invention is to at least partially improve the multi-level vehicle bodies known from the prior art. In particular, the object of the present invention is to design at least one additional loading level in a vehicle body in such a way that it is available for loading goods in a second or third loading level without great assembly effort. Furthermore, the object of the present invention is to create an additional loading level with a simple adjustment device that is lightweight compared to known multi-level bodies. Finally, the object of the present invention is to create a commercial vehicle with a simplified and flexible multi-level body.

[0010] The above object is achieved by a multi-level structure for a vehicle body having the features of claim 1 and by a commercial vehicle comprising the multi-level structure according to the invention, having the features of claim 13. Further advantages, features, and details of the invention emerge from the subclaims, the description, and the drawings. The multi-level structure according to the invention for a vehicle body having at least one first loading level in the form of a lower level, with stanchions or other profiles arranged orthogonally to the first loading level, and having at least one second loading level in the form of an upper level, which is formed from longitudinal beams and cross beams, wherein between each two stanchions or each two profiles on each side of the vehicle body, a longitudinal beam is arranged parallel to the longitudinal extent of the vehicle body to form the second loading level and is connected to the stanchions or the profiles,and wherein both longitudinal beams are connected to each other via cross beams which are orthogonal to the longitudinal beams, the technical teaching includes that the longitudinal beams are designed from at least two parts, wherein the parts can be displaced relative to each other in such a way that the longitudinal beams are telescopic, and the longitudinal beams can be guided along the stanchions or profiles in the vertical direction relative to the first loading level while maintaining the connection to the stanchions or profiles.

[0011] In contrast to known multi-deck bodies, according to the invention, on the one hand, the longitudinal beams are guided in the stanchions known for curtainsider bodies, whereby additional profiles can also be arranged next to the stanchions. On the other hand, when the longitudinal beams are guided in the stanchions or profiles in a vertical direction relative to the first load level, the connection between the stanchions and the longitudinal beams is maintained, so that it is not necessary to assemble or dismantle the longitudinal beams to create an additional load level or to dismantle the load level. The advantage of this is that the longitudinal beams never take up any load volume. On the other hand, the connection of the two parallel longitudinal beams via cross beams that run between the longitudinal beams means that the cross beams and the longitudinal beams can be moved or positioned at least vertically relative to the first load level.The advantage of this is that it is not necessary to assemble or disassemble the crossbeams to create an additional loading level. As a result, the crossbeams never take up any loading volume. In contrast to known multi-decker bodies, the additional loading level formed from the longitudinal beams and the crossbeams remains assembled and ready for use in the multi-decker body according to the invention and, if necessary, can be moved by guiding it in the stanchions relative to the first loading level, to a position between the first loading level and the roof of the vehicle body, or up to under the roof of the vehicle body. According to the invention, the longitudinal beams are designed to be telescopic. To ensure the telescoping of the longitudinal beams, they are designed from at least two parts or components, wherein the parts can be moved relative to one another, at least in sections.For the purposes of the present invention, parts of the longitudinal beams that can be moved relative to one another are preferably understood to mean at least one sliding piece and at least one longitudinal beam profile, wherein the sliding piece, as a component of the longitudinal beams, can be moved relative to the longitudinal beam profile parallel to the longitudinal extent thereof, and wherein the sliding piece can advantageously be pushed out and in into the longitudinal beam profile. For the purposes of the present invention, parts of the longitudinal beams that can be moved relative to one another are also understood to mean, for example, two profile parts that together form a longitudinal beam profile and that can be moved relative to one another, wherein, for example, a first profile part can be pushed out and in into a second profile part, whereby the longitudinal beam can also be designed to be telescopic.Another embodiment of the telescopic longitudinal beams provides that the longitudinal beams comprise a profile part as a first component and a piston compression spring filled with a fluid as a second component, wherein the piston compression spring is arranged at at least one end of the profile part.By means of an at least partially reversible change in the length of the telescopic longitudinal beams, which advantageously takes place automatically both in the extension and in the shortening of the longitudinal beams, on the one hand the longitudinal beams can be transferred from their horizontal position to an inclined position and on the other hand the reversible automatic extension and shortening of the longitudinal beams, for example by means of the aforementioned sliding elements or the two interlocking and relatively displaceable profile parts which form a longitudinal beam profile, means that tilting when raising or lowering the second loading level or the loading field, namely their height positioning relative to the first loading level, can be excluded.Preferably, the multi-level body according to the invention is particularly suitable for a completely newly designed curtainsider body with two loading levels, which on the one hand allow loading or unloading from the ramp side and on the other hand allow loading or unloading from the side.

[0012] For the purposes of the present invention, “stanchions” are to be understood as all stanchions of a vehicle body, such as center stanchions, end wall or corner stanchions, which are also referred to as corner supports, and rear stanchions.

[0013] Advantageously, the two longitudinal beams can be guided independently of each other and relative to each other in the vertical direction between the stanchions or profiles. Due to the independent guidance of the parallel longitudinal beams, the cross beams connected to the longitudinal beams can advantageously be guided from a horizontal position to an inclined position and back again. Preferably, two longitudinal beams arranged parallel to each other between two stanchions in the longitudinal extension of the vehicle body form a loading field with the stanchions arranged orthogonally to them, which can be converted into an inclined position and back again by the independent guidance of the parallel longitudinal beams.It follows from this in a preferred manner that during side loading or unloading, which takes place with the tarpaulin open, the loading level above can advantageously be transferred into an inclined position in order to load or unload the lower loading level, for example by means of a forklift truck. Preferably, the upper second loading level can be transferred into an inclined position from the horizontal of 5° to 20° due to the telescopic longitudinal beams according to the invention. Particularly preferably, the guidance of the two longitudinal beams from one another and relative to one another in the vertical direction between the stanchions or the profiles allows an inclined position of the cross beams connected to the longitudinal beams or an inclined position of the loading field formed thereby from the horizontal of 15°.

[0014] Advantageously, the longitudinal beams guided between the stanchions or profiles can be converted from their parallel position to the longitudinal extension of the vehicle body to an inclined position relative to the longitudinal extension of the vehicle body and back again. Firstly, this advantageous design allows the loading area of ​​the second loading level, formed by the longitudinal beams and the associated transverse beams, to be raised on at least one side, namely in the area of ​​the guide in a stanchion, for example, to remove a load transported on the first loading level.Secondly, the transfer of the longitudinal beams guided in the profiles from the horizontal, which lies parallel to the longitudinal extent of the vehicle body, to an inclined position allows the height positioning of the second load level between the first load level and the vehicle roof to be carried out step by step, whereby first the longitudinal beam is pushed up or down on one stanchion and then the longitudinal beam on the other stanchion is pushed up or down. These steps can be carried out and repeated with little effort, thus enabling one-person operation in order to move the second load level relative to the first load level. Even more preferably, the second load level can be guided vertically in the stanchions using a forklift truck. The forklift truck is particularly suitable for this task, as it is available for loading and unloading the transported goods on the vehicle.

[0015] In addition to the side loading already mentioned, the multi-deck body according to the invention should also be suitable for ramp loading. For ramp loading, the crossbeams can advantageously be moved along the longitudinal beams in the longitudinal extension of the vehicle body and advantageously guided along the longitudinal beams. This advantageously results in the property that the vehicle can be loaded or unloaded from the rear at a loading ramp by removing the transport goods to be unloaded from the loading levels using a forklift truck, advantageously simultaneously. After the rearmost transport goods have been unloaded, the crossbeams are pushed together along the longitudinal beams in the longitudinal extension of the vehicle body towards the next stanchion in order to be able to pick up the next transport goods in the direction of travel with the forklift truck.This means that after unloading the rearmost load bay, the crossbeams can be pushed together along the longitudinal beams in the longitudinal extension of the vehicle body up to the stanchion at the front of the load bay using a forklift or manually. The crossbeams can then be lifted vertically along the stanchions of the same load bay using the forklift, guided vertically along the stanchions, toward the roof of the vehicle body. After lifting the rearmost load bay, the next load bay in the vehicle's first and second loading levels can be unloaded as described above. This process can be continued up to the first load bay that is at the front in the direction of travel.

[0016] Regardless of whether for side or ramp loading, the height adjustment of the loading bays or of the second, third, or any additional loading level is conceivable not only by forklift or manual operation but also by other technical solutions that are an integral part of the multi-deck structure. For example, manually or motor-operated winding shafts can be arranged in the multi-deck structure, via which the tension elements are wound up and unwound. The tension elements are at least connected to the longitudinal beams or can be connected to them as needed in order to change the height of the longitudinal beams guided in the stanchions or profiles via the tension elements, namely by winding them up or unwinding them. It is also conceivable to provide a manually or motor-operated technology in the multi-deck structure, whereby the winding shaft can be driven by an external cordless screwdriver.

[0017] To guide the longitudinal beams vertically to the first loading level, the stanchions designed as stanchion profiles or the profiles preferably have an architecture that allows the longitudinal beams to be guided along the stanchions. It is also conceivable for the longitudinal beams to encompass the stanchions or profiles at least in sections in order to be guided along the stanchions. Particularly preferably, guide grooves or guide rails are formed in the stanchions or profiles or arranged on the stanchions or profiles, which allow the longitudinal beams to be guided.

[0018] Predefined locking positions for securing the longitudinal beams at different heights are advantageously provided in the stanchion profiles or in the profiles, and especially in the guide grooves. The locking positions are advantageously evenly distributed along the stanchion to create load heights that are preset, for example, to the height of transport baskets. The predefined positions allow the driver or another person to adjust the height of the second loading level relative to the first loading level without repeated trial and error, for example, to be able to load both the lower and upper loading levels with transport baskets or other prefabricated cargo.

[0019] For at least force- and / or form-fitting engagement in the locking positions or for receiving locking elements at the locking positions, locking elements are advantageously provided at both ends of the longitudinal beams. The locking elements advantageously interact with the locking elements at the locking positions in such a way that they either engage in them, for example in the form of grooves or slots in the region of the locking positions, into at least one latch in the form of a ratchet latch provided at both ends of the longitudinal beams, or the stanchions have locking elements, for example in the form of latches, which engage in grooves or slots provided in the longitudinal beams at both ends, so that the longitudinal beams can be releasably held and advantageously locked in the locking positions at a height determined by the locking positions.The locking positions can advantageously be opened selectively, for example by sliders guided in the guide grooves, which close the locking positions by sliding or open them when required.

[0020] Preferably, the locking elements can be manually moved from a locking position in the locking positions of the stanchion profiles or profiles into an open position, which allows the longitudinal beams to be moved vertically in the stanchions or profiles, and back again. Advantageously, the locking elements can be automatically moved from the locking position into the open position by means of a self-locking and self-releasing locking mechanism, in particular in the form of a latch lock pre-tensioned by at least one spring element, when the longitudinal beams are moved vertically. The spring element advantageously exerts a pre-tension on the locking elements when subjected to pressure by cargo, so that automatic opening of the locking mechanism can be reliably prevented, in particular when the upper second cargo level is loaded.

[0021] In order to allow the longitudinal beams to be moved or guided in the stanchions without jamming, whereby the longitudinal beams held between two stanchions can advantageously be moved in height on one or the other stanchion, or the longitudinal beams held between the two stanchions can be moved in height on both stanchions simultaneously, the longitudinal beams are adjustable in their length between the stanchions, as advantageously described. The same applies to the cross beams, which, like the length-adjustable longitudinal beams, are also advantageously automatically and reversibly adjustable in their length between the longitudinal beams, i.e. they are telescopic. As already described for the design of the telescopic longitudinal beams, the cross beams are made of at least two parts, whereby the parts can be moved relative to one another, at least in sections.For the purposes of the present invention, parts of the crossbeams that can be moved relative to one another are preferably understood to mean at least one sliding piece and at least one crossbeam profile, wherein the sliding piece, as a component of the crossbeam, can be moved relative to the crossbeam profile parallel to the longitudinal extent of the crossbeam profile, and wherein the sliding piece can advantageously be pushed out and in into the crossbeam profile. For the purposes of the present invention, parts of the crossbeams that can be moved relative to one another are also understood to mean, for example, two profile parts that together form a crossbeam profile and that can be moved relative to one another, wherein, for example, a first profile part can be pushed out and in into a second profile part, whereby the crossbeam can also be designed to be telescopic.Another embodiment of the telescopic crossbeams provides that the crossbeams comprise a profiled part as a first component and a piston compression spring filled with a fluid as a second component, wherein the piston compression spring is arranged at at least one end of the profiled part. This advantageous telescopic design of the longitudinal and transverse beams achieves the freedom of movement of the loading plane formed by the longitudinal and transverse beams or of the individual loading fields. This can be raised and inclined on one side only during lateral loading and unloading, and can also be inclined in the direction of the vehicle during ramp loading and unloading.

[0022] As already described, advantageously two longitudinal beams lying parallel to one another in the longitudinal extension of the vehicle body between two stanchions or profiles and the cross beams connecting the two longitudinal beams each form a loading field of the at least second loading level, wherein each loading field configured in this way in the vehicle is height-adjustable relative to the first loading level independently of other loading fields configured in the vehicle of the second loading level.

[0023] A further aspect of the present invention is a commercial vehicle comprising the multi-story body according to the invention.

[0024] For the purposes of the present invention, the term "commercial vehicle" refers to various trailer types, such as a standard curtainsider or a mega curtainsider with double-deck loading. In the case of a tarpaulin body, stanchions serve as vertical struts between the roof of the trailer and the loading floor of the trailer, which are supported on and connected to an outer frame. In this respect, the multi-deck body according to the invention is intended to be suitable for various trailer types in the sense of a "multipurpose" multi-deck body, in which the longitudinal beams and the cross beams and the locking technology according to the invention are advantageously the same for the various trailer types.

[0025] The multi-decker structure according to the invention, in particular a double-decker system for commercial vehicles formed therefrom, allows an excellent opportunity to significantly increase the economic efficiency of the commercial vehicle due to the additional loading level formed, since with each additional loading level 33 additional loaded or packed Euro pallets can be transported, which means that with a second loading level, i.e. a double-decker structure instead of 33 loaded or packed Euro pallets, 66 loaded or packed Euro pallets can then be transported simultaneously.When loading the commercial vehicle with loaded or packed, preferably foldable, lattice boxes, these can be advantageously folded after unloading on the return transport and transported in a folded state either on the upper second or the lower loading level, whereby either the free loading level is then available for the transport of, for example, 33 loaded or packed Euro pallets, or with lattice boxes packed in a folded state on Euro pallets, both loading levels are available for the transport of a total of 66 Euro pallets.

[0026] Finally, a further aspect of the present invention is a method for positioning a second loading level or a loading field of the second loading level of a multi-level structure with at least one first loading level in the form of a lower level according to one of the preceding claims, at least for loading or unloading or for transporting transport goods.The method includes the technical teaching that by lowering the second loading level from a parking position below the vehicle roof in the direction of the first loading level into a loading or unloading position or by lifting crossbeams or longitudinal beams of the second loading level or the loading field of the second loading level, the second loading level or at least one loading field of the second loading level is adjusted in its height positioning relative to the first loading level in such a way that the first loading level and the second loading level or at least one loading field of the second loading level are available at least for loading or unloading or for transporting goods or are transferred back from the loading or unloading position into the parking position.

[0027] Unlike the prior art, in which a second loading level must be assembled from individual parts, namely the longitudinal beams and the cross beams, and in which the individual parts must be temporarily stored after the second loading level has been dismantled, the method according to the invention can change the position of a second loading level, namely its height relative to the first loading level. For example, the second loading level can be guided from its uppermost or parked position under the roof of a vehicle body towards the first loading level in order to use the second loading level for loading with transport goods. The method according to the invention also includes raising the second loading level.To raise the second cargo level or individual cargo bays, the crossbeams, which are preferably positioned toward the front of the vehicle body, are advantageously mechanically and / or operatively detachably connected to the longitudinal beams in such a way that by raising the crossbeams, the longitudinal beams and thus, for example, an entire cargo bay can be raised and, for example, guided back under the roof of the vehicle body in a parking position. The crossbeams, or at least one crossbeam, form a cross brace in the mechanical and / or operative connection with the longitudinal beams, which serves to raise or lower the cargo bay or the cargo level.If a forklift or pallet truck is not available, the height of a loading level can also be manually adjusted relative to the first loading level, in which case the longitudinal beams of each loading field are repeatedly raised step by step to the next upper position along a stanchion or profile.

[0028] The method for positioning the loading bays of the second loading level therefore advantageously serves to raise the loading bays or the entire second loading level into the parking position below the roof of the multi-level body and, if necessary, to position the second loading level in a loading or unloading position by lowering the loading bays in order to use the second loading level for loading or unloading pallets from the parking position below the roof. Positioning the loading bays for ramp loading is advantageously carried out using a pallet truck for loading and unloading, whereby the lowering and raising of a respective loading bay can, according to the invention, be carried out completely with all components, advantageously in a single lift.In comparison to the methods known from the prior art for setting up a second loading level, which require the manual positioning of all the individual components of the respective loading field, the method according to the invention is very time- and cost-saving. Since the pallet truck requires a clear passage for loading and unloading when loading from a ramp, the assembly and disassembly known from the prior art is carried out twice for each loading field, whereas with the method according to the invention the pallet truck completes this process with just one lifting stroke and the lowering of the loading fields can be assisted by the pallet truck. When loading from the side, the positioning of the second loading level or the respective loading fields according to the invention takes place in the following steps. In a first step, a side tarpaulin spanning the multi-level structure is opened on the left or right for loading or unloading.In a second step, pallets loaded three-high on the first and second loading levels, arranged in a row orthogonal to the longitudinal extent of the multi-level structure, are unloaded using a suitable forklift with side lift. Due to the stanchions or profiles that define the respective loading areas, the second loading level is unloaded first, followed by the first loading level in a subsequent step. When loading with transport goods, especially with goods transported on pallets, it is best to load the first loading level first, followed by the second loading level.

[0029] It is generally assumed that ramp loading, which currently accounts for approximately 80-90 percent, will continue to prevail in the future.

[0030] Advantageously, the method according to the invention for positioning the second loading level or the respective loading fields, regardless of whether side or ramp loading or unloading is performed, can be carried out not only by the driver of the towing vehicle pulling the vehicle body, but can also be carried out by a loader, so that a trailer with the vehicle body according to the invention with double-deck loading can advantageously be used as a swap body. To avoid repetition here regarding the advantages of the commercial vehicle according to the invention or the method according to the invention, reference is made to the description of the advantageous embodiments of the multi-deck body according to the invention, and the disclosure of this description is fully incorporated, and vice versa.

[0031] Preferred embodiments:

[0032] Further measures improving the invention are presented in more detail below with the description of preferred embodiments of the invention with reference to the figures. The features mentioned in the claims and in the description may be essential to the invention individually or in any combination. It should be noted that the embodiments illustrated in the figures are merely descriptive and are not intended to limit the invention in any way.

[0033] They show:

[0034] Fig. 1 shows a detailed view of a stanchion with a longitudinal beam guided thereon and a cross beam connected to the longitudinal beam;

[0035] Fig. 2 is a sectional view of the longitudinal beam of Figure 1 along the line A-A;

[0036] Fig. 3 is a sectional view of the stanchion of Figure 1 along the line BB;

[0037] Fig. 4 the longitudinal beam from Figure 1 in a horizontal position between two stanchions;

[0038] Fig. 5 shows the longitudinal beam from Figure 1 in an inclined position between two stanchions; Fig. 6 shows an unloaded cross beam in an inclined position between two longitudinal beams;

[0039] Fig. 7 shows the cross beam from Figure 6 in a horizontal position between two longitudinal beams loaded with transport goods;

[0040] Fig. 8 in plan view from the rear of a commercial vehicle with a multi-level body with a second upper loading level under the roof (without showing the stanchions)

[0041] Fig. 9 the commercial vehicle from Figure 8 with the second upper loading level placed in the middle of the height of the multi-level body (without showing the stanchions),

[0042] Fig.10 a length-adjustable stanchion which enables the lifting of a vehicle roof, in a working position in the extended state, and

[0043] Fig. 11 the stanchion from figure 10 in a retracted rest position.

[0044] In the different figures, identical parts are always provided with the same reference symbols, which is why they are usually only described once.

[0045] Figure 1 shows a detailed view of a stanchion 5 of a multi-decker body 100 according to the invention (shown as a double-decker body in Figures 8 and 9), in particular of a commercial vehicle body 200 in the form of a curtainsider. Instead of the stanchion 5 shown, a curtainsider designed as a multi-decker body 100 can, in addition to the stanchions 5, also comprise profiles arranged orthogonally to the first load level 1, on which the longitudinal beams 3, 3.1 are guided (see Figures 8 and 9). In the present case, a longitudinal beam 3 is guided on the stanchion 5, which in the following also stands for the aforementioned profiles by way of example. Crossbeams 6 are connected to the longitudinal beams 3, 3.1, which are arranged parallel to one another in the longitudinal extension XX of the vehicle body 50. The stanchion 5 is fastened in the usual way to the chassis of a commercial vehicle 200, in particular to its outer frame.The longitudinal beam 3 shown in the figure, which, as shown in figure 4, is guided between two stanchions 5, forms with the longitudinal beam 3.1 which lies parallel to it in the vehicle's longitudinal extent XX and which is also guided between two stanchions 5, and with the crossbeams 6 which lie orthogonally to the longitudinal beams 3, 3.1 (in figure 1 only one crossbeam 6 is shown which lies directly against the stanchion 5), which are connected to the two longitudinal beams 3, 3.1, each a loading field 20 of the upper second loading level 2 of the multi-story body 100 according to the invention. In the figure, the loading field 20 of the second upper loading level 2 is on the underlying first loading level 1, which is formed by the vehicle floor 1.1 shown hatched in the figure, on the first loading level 1 in a locking position.When guiding the longitudinal beam 3 in the stanchion 5 in the vertical direction relative to the first loading level 1, the connection between the stanchion 5 and the longitudinal beam 3 is maintained according to the invention. In the present case, the longitudinal beams 3, 3.1 are guided via their ends 30, 31 in a guide groove 5.2 formed in the stanchions 5, which are designed in the form of stanchion profiles 5.1, as shown in the sectional view through the line BB in Figure 4. The illustrated side stanchions 5 of the multi-deck structure 100 each have a left and a right guide groove 5.2 for guiding the longitudinal beams 3, 3.1. The crossbeam 6 shown in the figure is connected to the longitudinal beam 3 in a holding position. In the holding position shown, pins 6.4 formed at the ends of the cross beams 6, which are formed in the form of profile parts 6.3, advantageously engage in a recess 3 formed in the longitudinal beams 3,3.1.4, which in the sectional view of the longitudinal beam 3 is formed by the section line AA in Figure 2 in the upper region of the longitudinal beam profile. In the locking positions of the stanchion profiles 5.1 of the stanchions 5, locking takes place by means of locking elements 32. In the present case, the locking elements 32 are designed as movable pawls at both ends 30, 31 of the longitudinal beams 3, 3.1, which engage in the form of a pawl lock in slots formed in the stanchion profiles 5.1 in the locking positions. Advantageously, the locking elements 32 have a self-locking and self-releasing locking mechanism, so that when the longitudinal beams 3, 3.1 are moved vertically, they can be automatically transferred from the locked position to the open position.

[0046] Figure 2 shows a sectional view of a longitudinal beam 3,3.1 along the line AA in Figure 1. The longitudinal beam 3,3.1 is designed from a double hollow chamber profile, with a lower large hollow chamber 35 and an upper small hollow chamber 36. The upper small hollow chamber 36 has the recess 3.4, through which, as shown for example in Figure 7, the pin 6.4 engages in the upper hollow chamber, which is arranged at both ends of the cross beams 6. The pin 6.4 engages in the upper hollow chamber 36 through the recess 34, particularly when the cross beams 6 are in the holding position on the longitudinal beams 3,3.1. In the figure, to the right of the recess 34, in the upper region of the double hollow chamber profile, a guide groove 37 is formed, which runs in the longitudinal extent XX of the vehicle body 50. Along this guide groove 37, the cross beams 6 can be moved parallel to the longitudinal extension XX of the vehicle body 50 via the pins 6.4 formed at both ends.A plastic slide rail arranged in the longitudinal beams 3, 3.1 can advantageously serve as a slide rail or slide bearing for the cross beams 6. In addition, by selectively receiving the pins 6.4 in the guide grooves 37 in the form of a pivot point, the cross beam 6 can be transferred from a horizontal position to an inclined position with an inclination of up to 20° relative to the horizontal position outside of the holding position. But even when the pins are received in the holding position in the upper hollow chambers 34 of the double hollow chamber profiles of the longitudinal beams 3, 3.1, the architecture of the hollow chamber 34 with the size of the recess 34 in conjunction with the shape of the pin 6.4 allows the cross beam 6 to be transferred from the horizontal position to an inclined position with an inclination of up to 20° relative to the horizontal position in the holding position.Overall, the transfer of the cross beams 6 from the horizontal position to an inclined position with an inclination of up to 20° relative to the horizontal position allows the second upper loading level 2, or each individual loading field 20 of the second upper loading level 2, to be raised, for example for side loading of the commercial vehicle 200, in order to load the lower first loading level 1.

[0047] Figure 3 shows a sectional view of the stanchion 5 from Figure 1 along the line BB shown in Figure 1. As can be seen in the figure, to the left and right of the stanchion 5, the longitudinal beams 3, 3.1 are guided via their ends 30, 31 in the guide grooves 5.2 formed in the stanchion profiles 5.1. The ends 30, 31 of the longitudinal beams 3, 3.1 comprise profile parts 3.3 in the form of sliders, which, as components of the longitudinal beams 3, 3.1, can be pushed out and in parallel to the longitudinal extension of the longitudinal beams 3, 3.1. Locking elements 32 are connected to the profile parts 3.3, by means of which the longitudinal beams 3, 3.1 are guided in the guide grooves 5.2 of the stanchion profiles 5.1 and are arrested and locked in the arresting positions of the stanchions 5. In order to maintain the connection between the longitudinal beams 3, 3.1 and the stanchions 5 securely and at all times, the ends of the locking elements 32 are designed like knobs and are inserted into the guide grooves 5 designed as hollow chambers.2 of the stanchion profiles 5.1. With a neck narrower than the knob, the ends 32 engage through a groove in the stanchion profile. Pulling the longitudinal beams 3, 3.1 out of the stanchion 5 to the right and left in the figure is prevented by the knobs guided in the hollow chambers.

[0048] Figure 4 shows the longitudinal beam 3 from Figure 1 in a horizontal position between two stanchions 5. Along the longitudinal extent of the longitudinal beam 3, three holding positions for crossbeams 6 connecting the longitudinal beams 3, 3.1 are provided. The illustrated longitudinal beam 3 on one side of the multi-level structure 100, connected to the longitudinal beam 3.1 parallel to it on the other side of the multi-level structure 100 between two stanchions 5 arranged parallel to the stanchions 5 shown, forms, together with the crossbeams 6 connecting the longitudinal beams 3 and 3.1, a loading field 20 of the upper second loading level 2.

[0049] In the illustration in Figure 5, the longitudinal beam 3 shown in the horizontal position in Figure 4 is converted into an inclined position, in this case by the vertical displacement of the left end 30 of the longitudinal beam 3 upwards by its guidance in the left stanchion 5. At the left end 30 of the longitudinal beam 3, a profile part 3.3 in the form of a slide is arranged, which can be pushed in and out along the longitudinal extent of the longitudinal beam 3, in order to advantageously enable a one-sided, tilt-free movement by extending the longitudinal beam 3 and thus an inclined position of the longitudinal beam 3. After the left end 30 of the longitudinal beam 3 has engaged in the locking position of the stanchion profile 5.1 with the locking element 32, for example in a slot in the stanchion profile 5.1, the right end 31 of the longitudinal beam 3 in the figure can be moved to the same height into the locking position at this height in the right stanchion profile 5.1 and locked in the locking position. As can be seen in the figure, the locking elements 32 arranged at the ends 30 and 31 of the longitudinal beams 3, which serve, on the one hand, to guide the longitudinal beams 3, 3.2 in the guide grooves 5.2 of the stanchions 5 and, on the other hand, to arrest and lock the longitudinal beams 3, 3.1 in the arresting positions of the stanchion profiles 5.1, are always aligned in a horizontal position, i.e., parallel to the first lower loading surface 1 or orthogonal to the stanchions 5. The horizontal position of the locking elements 32 is achieved by their rotational fixation on the profile part 3.3 designed in the form of a sliding piece at the left end and their rotational fixation on the right end 31 of the longitudinal beams 3, 3.1, whereby the locking elements 32 are rotatable relative to the end 32 designed as a sliding piece and the end 31 of the longitudinal beams 3, 3.1.The angle of rotation of the locking elements 32 relative to the slide and the end 32 of the longitudinal beams 3, 3.1 is increased by their downward bevel towards the first lower loading surface 1. Fig. 6 shows an unloaded crossbeam 6 which is guided from a horizontal position, as shown in Fig. 7, into an inclined position between two longitudinal beams 3, 3.1. The connection of the two parallel longitudinal beams 3, 3.1 via crossbeams 6 which run between the longitudinal beams 3, 3.1 allows the crossbeams 6 to be displaced simultaneously with the longitudinal beams 3, 3.1, at least in the vertical direction relative to the first loading level 1. This advantageously results in there being no need to assemble or disassemble the crossbeams 6 to create another loading level. As shown, the two longitudinal beams 3 and 3.1 are guided independently of one another and relative to one another in the vertical direction between the stanchions 5 or the profiles (in this case, the left and right stanchions 5, on or in which the longitudinal beams 3, 3.1 are guided, are not shown). Due to the independent guidance of the mutually parallel longitudinal beams 3, 3.1, the cross beam 6 shown, which is connected to the longitudinal beams 3, 3.1, is guided into an inclined position. As already described, two longitudinal beams 3 and 3.1 lying parallel to one another between two stanchions 5, with the stanchions 5 lying orthogonally thereto and the cross beams 6 connected to the longitudinal beams 3, 3.1, form a charge field 20, which can be converted into an inclined position and back again by the independent guidance of the mutually parallel longitudinal beams 3, 3.1 with the cross beams 6 connected to them. In this case, the cross beam 6 connected to the longitudinal beams 3,3.1 is inclined at an angle of 15° from the horizontal.At both ends of the crossbeam 6, profile parts 6.3 in the form of sliding pieces are arranged, which are enclosed as components of the crossbeam 6 and which are displaceable in the longitudinal extent of the crossbeam 6. The pins 6.4 already described in Figure 2 are arranged at the ends of the profile parts 6.3. The profile part 6.3 on the right in the figure, in the form of a sliding piece, comprises a spring element 6.5 at its end inserted into the crossbeam 6, which is unloaded in the present case, whereby the end designed as a sliding piece is displaceable in the longitudinal extent of the crossbeam 6. If, as shown in the following Figure 7, the crossbeam 6 is loaded by a load or transported goods resting on it, the compressive load on the spring element 6.5 inhibits the sliding piece from moving in the longitudinal extent of the crossbeam 6. The guide grooves 37 of the longitudinal beams 3,3 serve as pivot bearings for the cross beam 6 relative to the longitudinal beams 3,3.1.1 in the form of point bearings, the ends of the pins 6.4 are supported (see Figure 6).

[0050] In Figure 7, the crossbeam 6 is received in the holding position via the pins 6.4 in the upper hollow chambers 34 of the longitudinal beams 3, 3.1, which are designed as double hollow chamber profiles, and is secured in the holding position by the pressure-loaded spring element 6.5. If the cargo 300 is removed to reduce the pressure load on the spring element 6.5, the sliding element on the right in the figure can be moved again in the longitudinal extension of the crossbeam 6.

[0051] Fig. 8 shows a rear plan view of a commercial vehicle 200 with the multi-level body 100 according to the invention, with a second upper loading level 2 extending just below the roof 110 of the multi-level body 100, in a parked position. Stanchions 5 or other profiles extending vertically from the vehicle floor, on which the longitudinal beams 3, 3.1 are guided and locked, are not shown. The illustrated upper locking or parked position of the longitudinal beams 3, 3.1 and thus of the upper loading level 2 or of the individual loading fields 20 represents the maximum height to which the longitudinal beams 3, 3.1 or the loading level 2 can be guided. In the uppermost position of the second upper loading level 2 shown, the first lower loading level 1 can be loaded and unloaded without any problems, as is known from the prior art, both in the form of side loading and unloading and in the form of ramp loading and unloading of the commercial vehicle 200.

[0052] Fig. 9 shows the commercial vehicle 200 from Fig. 9 with the second upper loading level 2 guided to the middle of the height of the multi-decker body 100 and locked in this position. With this division, the commercial vehicle 200 with the multi-decker body 100 according to the invention has a loading capacity of up to 66 Euro pallets. The commercial vehicle 200 shown can be constructed as a vehicle body 50 in the form of a curtainsider. For an interior vehicle height, the roof of the commercial vehicle 200 according to the invention can advantageously be raised by up to 50 mm (shown by the double arrows in the figure). The raising of the roof 110 is advantageously carried out by means of a lifting device, whereby the roof 110 is raised relative to the stanchions 5 or profiles.The roof 110 can also be raised with or by extending the stanchions 5 or profiles, in which case at least the upper part of the stanchions 5 or profiles adjoining the roof 110 can then be extended or shortened at least in sections by pushing the stanchions 5 or profiles apart or into each other in their longitudinal extent, i.e. the stanchions 5 or profiles can be changed in their longitudinal extent (see Figures 10 and 11). Of course, the stanchions 5 or profiles can also be pushed apart or into each other at other sections along their longitudinal extent. A combination of the lifting device and the change in the length of the stanchions 5 or profiles is also conceivable. The lifting device can, for example, comprise pneumatic, mechanical or hydraulic drives or cylinders.

[0053] Figure 10 shows an extended stanchion 5 in a working position. The stanchion 5 is divided into two parts, a head section 51 and a base section 52. Both parts of the stanchion 5 can be designed in different lengths depending on the type of vehicle body. The head section 51 is fastened to a rail 5.3, which can be fully inserted into the base section 52 of the stanchion 5 and at least partially withdrawn. The section of the rail 5.3 shown in the figure, which is exposed between the head section 51 and the base section 52, has a guide 5.4 on both sides that tapers towards its center. The link 5.4 forms a lower longitudinal beam safety device 5.5 with two rotatable legs 5.5.1 and 5.5.2, which are connected to the locking elements 32 of the sliding elements 3.3 of the longitudinal beams 3, 3.1 (for the sake of clarity, only the sliding elements 3 are shown here).3), from a holding position to a release position and back again. In Figure 10, the longitudinal beam safety device 5.5 is in a holding position due to the legs 5.5.1 and 5.5.2 lying parallel to the straight and parallel sections of the guide 5.4. In the figure, the left-hand straight sides of the legs 5.5.1 and 5.5.2 lie parallel to the guide 5.4 and, in their function as stoppers, are positioned in the guide grooves 5.2. In the holding position, the longitudinal beam safety device 5.5, by means of the legs 5.5.1 and 5.5.2 in the function as a stopper, prevents the longitudinal beams 3, 3.1 from being guided beyond the longitudinal beam safety device 5.5 into the section exposed between the head part 51 and the base part 52, which does not have a guide groove 5.2 (shown as a crossed-out arrow), when the stanchion 5 is extended.An accidental lifting of the load level 2 beyond the lower base part 52 of the stanchion 5 and a disruption of the connection between the longitudinal beams 3, 3.1 and the stanchions 5 can be effectively prevented when the stanchions 5 are extended by the interaction of the guide 5.4 with the longitudinal beam securing device 5.5. To prevent a loading field 20 or the load level 2 from moving down from the parking position below the roof of the vehicle body towards the first load level 1 when the stanchion 5 is extended, an upper longitudinal beam securing device 5.6 is arranged below the head part 51 of the stanchion 5. In this case, this upper longitudinal beam securing device 5.6 comprises two rotatably movable legs 5.6.1 and 5.6.2 prestressed by at least one spring. Due to the preload by means of the spring, the legs 5.6.1 and 5.6.2 each reach outwards when the head part 51 is extended relative to the base part 52 and lie in the guide grooves 5.2 in the function of stoppers for the longitudinal beams 3,3.1, which prevent the load level 2 or a load field 20 from lowering beyond the longitudinal beam securing device 5.6. The legs 5.6.1 and 5.6.2, in their function as stoppers, additionally advantageously ensure that the locking elements 32 of the longitudinal beams 3, 3.1, designed as movable latches, are transferred into the described locking position and locked in the locking position. Finally, Figure 11 shows the stanchion 5 from Figure 10 in a retracted rest position, with a connection between the guide grooves 5.2 of the head part 51 of the stanchion 5 and the base part 52 of the stanchion 5. In the rest position of the stanchion 5, the part of the link 5.4 which tapers towards the middle is in operative contact with the legs 5.5.1 and 5.5.2 of the longitudinal beam securing device 5.5 in such a way that the leg 5.5.1 rotates counterclockwise from the position shown in Figure 10 and the leg 5.5.2 are rotated clockwise from the position shown in Figure 10 in such a way that the legs 5.5.1 and 5.5.2 release the guide grooves 5.2. When the base part 52 and the head part 51 move together relative to one another, the leg 5.6.1 of the upper longitudinal beam securing device 5.6 is rotated clockwise from the position shown in Figure 10 and the leg 5.6.2 is rotated counterclockwise from the position shown in Figure 10 in such a way that the legs 5.6.1 and 5.6.2 also release the guide grooves 5.2, so that in the rest position of the stanchion 5 shown in Figure 11, a longitudinal beam 3,3.1 can be guided beyond the connection between the base part 52 of the stanchion 5 and the head part 51 of the stanchion 5 while maintaining the connection to the stanchions 5. For the height positioning of the second loading level 2 relative to the first loading level 1, the height of the second loading level can advantageously be adjusted by means of the guide grooves 5.2 guideable and fixable positioning elements. The positioning elements have the function already described for the longitudinal beam securing device 5.5, namely to transfer the locking elements 32 of the longitudinal beams 3, 3.1, designed as movable latches, into the described locking position and to lock them in the locking position. The longitudinal beam securing device 5.6 described for the stanchions 5 also applies to the profiles described in the present invention. In order to be able to set the positioning elements on the stanchions at the same height, markings, for example a scale, are advantageously provided on the stanchions 5 for the height positioning of the second load level 2.

Claims

Patent claims 1 . Multi-level structure (100) for a vehicle body (50) with at least one first loading level (1) in the form of a lower level, with stanchions (5) or other profiles arranged orthogonally to the first loading level (1), and with at least one second loading level (2) in the form of an upper level, which is formed from longitudinal beams (3) and crossbeams (6), wherein between each two stanchions (5) or each two profiles on each side of the vehicle body (50) for forming the second loading level (2) there is a longitudinal beam (3, 3.1) lying parallel to the longitudinal extent (XX) of the vehicle body (50) and connected to the stanchions (5) or the profiles, and wherein both longitudinal beams (3, 3.1) are connected to one another via crossbeams (6) which are arranged orthogonally to the longitudinal beams (3, 3.1), characterized in that the longitudinal beams (3, 3.1) consist of at least two parts are designed, wherein the parts can be moved relative to each other in such a way that the longitudinal beams (3,3.1) are telescopic, and the longitudinal beams (3,3.1) can be guided along the stanchions (5) or the profiles in the vertical direction relative to the first loading level (1) while maintaining the connection to the stanchions (5) or the profiles.

2. Multi-story structure (100) according to claim 1, characterized in that the two longitudinal beams (3, 3.1) can be guided independently of one another and relative to one another in the vertical direction between the stanchions (5) or the profiles, such that the cross beams (6) connected to the longitudinal beams (3, 3.1) can be guided from a horizontal position into an inclined position and back.

3. Multi-level structure (100) according to claim 1 or 2, characterized in that the longitudinal beams (3, 3.1) guided between the stanchions (5) or the profiles can be transferred from their parallel position to the longitudinal extension of the vehicle body (50) into an inclined position to the longitudinal extension (XX) of the vehicle body (50) and back.

4. Multi-level structure (100) according to one of the preceding claims, characterized in that the cross beams (6) can be guided along the longitudinal beams (3, 3.1) in the longitudinal extension (XX) of the vehicle body (50).

5. Multi-story structure (100) according to one of the preceding claims, characterized in that the longitudinal beams (3, 3.1) are guided in the stanchions (5) designed as stanchion profiles (5.1) or in the profiles, in particular in guide grooves (5.2) designed in the stanchion profiles or the profiles.

6. Multi-level structure (100) according to claim 5, characterized in that predetermined locking positions for fixing the longitudinal beams (3, 3.1) in different height positions are designed in the stanchion profiles (5.1) or in the profiles, in particular in the guide grooves (5.2).

7. Multi-level structure (100) according to claim 5 or 6, characterized in that locking elements (32) are designed at both ends (30, 31) of the longitudinal beams (3, 3.1), which can releasably engage in the locking positions of the stanchion profiles (5.1) or the profiles, in particular locking positions designed in the guide grooves (5.2).

8. Multi-story structure (100) according to one of the preceding claims 5 to 7, characterized in that the locking elements (32) can be moved manually or automatically from a locking position in the locking positions of the stanchion profiles (5.1) or the profiles into an open position, which allows a displacement of the longitudinal beams (3, 3.1) in the vertical direction in the stanchions or the profiles, and back.

9. Multi-story structure (100) according to one of the preceding claims 5 to 7, characterized in that the locking elements (32) by means of a self-locking and self-releasable locking mechanism, in particular in the form of a latch lock pre-tensioned by means of at least one spring element, when the longitudinal beams (3, 3.1) are displaced in the vertical Direction, can be automatically moved from the locked position to the open position.

10. Multi-story structure (100) according to one of the preceding claims, characterized in that at least the crossbeams (6) or the longitudinal beams (3,3.1) can be changed in their length by means of at least one profile part (3.3,6.3) which is displaceable in the longitudinal extent to the crossbeams (6) or the longitudinal beams (3,3.1) and which is each included as a component of the crossbeams (6) or the longitudinal beams (3,3.1).

11. Multi-level structure (100) according to one of the preceding claims, characterized in that two longitudinal beams (3, 3.1) lying parallel to one another in the longitudinal direction (XX) of the vehicle body (50) between two stanchions (5) or profiles and the cross beams (6) connecting the two longitudinal beams (3, 3.1) each form a loading field (20) of the at least second loading level (2), wherein the loading field (20) is height-adjustable relative to the first loading level (1) independently of further loading fields (20) of the second loading level (2).

12. Multi-story structure (100) according to one of the preceding claims, characterized in that the crossbeams (6) are movable in the longitudinal extension (XX) of the vehicle body (50) along the longitudinal beams (3, 3.1).

13. Commercial vehicle (200), characterized by a multi-story body (100) according to one of the preceding claims 1 to 12.

14. Method for positioning a second loading level or a loading field of the second loading level of a multi-level body with at least one first loading level in the form of a lower level according to one of the preceding claims at least for loading or unloading or for transporting transport goods, characterized in that by lowering the second loading level from a parking position below the vehicle roof in the direction of the first loading level into a loading or unloading position or by lifting cross beams or Longitudinal beams of the second loading level or of the loading field of the second loading level are adjusted automatically, by means of a machine, in particular a forklift or stacker truck, or manually, in terms of their height positioning relative to the first loading level, the second loading level or at least one loading field of the second loading level being adjusted in such a way that the first loading level and the second loading level or at least one loading field of the second loading level are available at least for loading or unloading or for transporting goods or are transferred back from the loading or unloading position into the parking position.

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