Device for reducing the input of heat into a truck

Abstract

The invention relates to a device for reducing the input of heat into a truck, in particular a truck with a cooling device, comprising at least one van body (1) with a longitudinal direction L, a vertical van body plane of symmetry which runs in the longitudinal direction, a front surface which runs normal to the longitudinal direction L, a rear surface which runs normal to the longitudinal direction L, vertical lateral surfaces, and a roof surface (2). A canvas (4) is secured to at least one of the lateral surfaces and / or the roof surface of the van body (1) by means of a profiled frame (46) consisting of profiled sections (4, 5, 6, 22, 33, 36), thereby forming a gap (47) between the van body (1) and the canvas (4). In order to reduce the input of heat, the gap (47) is connected to the surrounding area of the van body (1) by forming openings.

Description

[0001] Device for reducing heat input into a truck The following story concerns a device for reducing heat input into a truck, essentially the energy savings of vehicles, namely trucks / semi-trailers and / or their trailers / semi-trailers, especially during operation. The story is limited to vehicles whose bodies are designed as "boxes" or have such. In contrast to tarpaulins, boxes have stable, solid, rigid, self-supporting outer surfaces. Boxes are usually cuboid-shaped. The boxes usually consist of multi-layer panels made entirely or predominantly of plastic. They are often provided with a thermal insulation layer or consist of one. Independently of this, internal stiffening elements, often metallic, for example made of aluminum, can also be provided, but occasionally the boxes are also simply made of sheet metal, similar to containers.In conjunction with the truck and its direction of travel (curves or reversing are not taken into account), this results in a longitudinal direction L, which, cum sana gralis, corresponds to the direction of travel F, but is of course equally important in both directions. This allows us to define a vertical, longitudinal plane of symmetry of the box, which is of course to be viewed technically rather than mathematically. Furthermore, the front normal surface of the box, viewed in the direction of travel, is its front surface, and the rear surface is its rear surface, and the vertical, lateral surfaces are the side surfaces. During operation, while driving, boxes exhibit air resistance due to various flow effects, which are essentially due to their cuboid shape. This increases fuel consumption while driving. However, changing the cuboid shape is almost impossible due to reasons of manufacturing technology and the size and shape of the transport space.During operation and while stationary, thermal problems due to solar radiation arise practically everywhere in the summer, and in many parts of the world all year round. A series of technical suggestions are made below that can significantly reduce or even eliminate these and other problems. A first, independent aspect, which can be combined with other aspects, concerns the creation of rear ventilation in the gap between the outer surface of the box and the inside of the tarpaulin, not only on the side walls but also, if necessary, on the roof surface. This lowers the temperature of the box in these large areas and reduces the thermal load, leading to a noticeable reduction in the necessary cooling capacity. This can be combined with the measures from the other aspects as required.One variant is to create rear ventilation by covering the corners of the tarpaulin's tensioning frame with the cover plates required for the tensioning frame system, either on its own or in any combination with the other aspects and variants. Slot-shaped inlet (or outlet) openings are provided in the cover plates, diagonally to the tarpaulin surface and diagonally to the longitudinal direction L. These openings create a connection (via openings) from the area surrounding the case to the gap between the case and the tarpaulin, through which airflow is introduced into the gap. It is interesting to note that the suction effect at the rear edges, due to the injector effect of the airflow, is greater than the effect achieved by the supply air from the front. Another variant, independent of the other aspects and variants, is a further thermal improvement that can be specifically combined with safety-related measures.In this case, openings are provided in the frame profile or between the case and the frame profile for rear ventilation, which can be combined as desired with the measures of the other aspects. In one embodiment of any rear ventilation, spray nozzles are arranged for cooling water to evaporate in the gap between the case and the tarpaulin. The corresponding channels are preferably provided or formed on the frame profile and / or the profile to which the frame profile is attached. Another, independent aspect that can be combined with other aspects concerns the air resistance that occurs when driving due to unfavorable currents at the rear of a case in the area of ​​its rear, vertical edges and which is reduced by special guide surfaces in this area of ​​the vertically running part of the frame profile.Yet another aspect concerns the air resistance of the outer surface of the tarpaulin itself, which is noticeably reduced by riblets that are applied by embossing the tarpaulin or during printing. This aspect, too, can be combined with others as desired. Finally, and only in combination with the basic idea of ​​the story, another aspect concerns the roof surfaces of such boxes or box bodies. In recent years, the side walls of truck bodies, and in particular of boxes, have increasingly been provided with information or advertising, as this achieves a dual benefit: a smooth and therefore roadworthy outer surface while generating advertising revenue for the haulier. Particularly interesting are solutions in which printed tarpaulins are held at a short distance from the box surface with the help of tensioning frames.The reason for this is that tarpaulins are easier to print on than the surfaces of the trunks, that the tarpaulins can be changed easily and simply, and also that the gap, even if only a few millimeters, provides a certain degree of thermal insulation of the trunk surface, which helps reduce refrigeration costs, especially when transporting food, medicines, etc. Since the roof area of ​​trucks is generally not easily visible, it has not previously been taken into account in such truck or trunk equipment. As already mentioned, the advertising elements for the sides are usually printed on tarpaulins, and the tarpaulins are attached to the walls of the trunk using a tarpaulin holder, usually called a tension frame system. Such clamping frame systems are known, for example, from the applicant's EP 1604346 or EP 597094, WO01 / 35382, US 2002104245, EP 1271456, DE 10033243 or also US 6,250,002.The content of these publications is incorporated into the present disclosure for jurisdictions where this is possible. During installation, a predetermined mechanical (tensile) tension is applied to the tarpaulin to keep it flat and smooth, thus visually appealing for advertising. In accordance with legal regulations, these tension frame systems are extremely flat and, despite the mechanical, thermal, and chemical stresses encountered in harsh road traffic environments with exhaust fumes, salt, grit, etc., they are very robust. Numerous such tension frame systems are known in the prior art. These consist of several individual parts and, in any case, have a frame profile permanently mounted on the body. Apart from the aforementioned contribution to thermal insulation, the tarpaulin and tension frame do not fulfill any particular practical, technical, or physical (whatever you may call it) function.One of the goals of the story, as mentioned at the beginning, is to achieve the greatest possible energy savings during the operation of a suitcase, especially while driving. According to a first basic idea, this goal is achieved by making the roof surface of the suitcase usable by placing a tarpaulin on it using a tensioning frame. This creates thermal insulation even on the surface of the suitcase most exposed to sunlight, especially in summer. In a first development, the tarpaulin is equipped with photovoltaic elements (PVEs). Today's PVEs, unlike their predecessors, are mechanically robust, thin, and at least to a certain extent elastic (and thus flexible), allowing them to be glued flatly to the tarpaulin. The gap between the suitcase and the tarpaulin is available for cables, regardless of whether these are used for power (electricity) or signal transmission.The generated electricity can, for example, be used to operate a refrigeration unit. An additional battery for the generated charge (energy) is preferably housed at a suitable location in the vehicle or in the box. In a second development, independent of the first development, the gap between the tarpaulin and the roof of the box is traversed by the airstream. At the front, upper, horizontal edge, perpendicular to the direction of travel, corresponding to the longitudinal direction L, at least one opening is provided between the tarpaulin and the box. At the rear, horizontal edge, the gap merges freely into the surrounding area. Openings can also be provided in the frame system on the sides. The airstream naturally flows in the opposite direction to the direction of travel, but generally also in the longitudinal direction L. This creates an injector system with a strong negative pressure in the gap, which sucks the tarpaulin towards the roof.By appropriately dimensioning, a stable condition can be achieved over wide speed ranges. This not only significantly reduces heat input from solar radiation, particularly in vehicles with a cooled interior, but also improves the efficiency of the PVEs thanks to the cool ground. It also means that, especially during idle times, the optional extra batteries are able to supply the cooling unit with energy for longer than conventional batteries in the state of the art, without requiring the onboard engine or similar to run.In a third, independent, further development, the frame profiles - as already mentioned, the profiles of the tensioning frame - which are fixedly, but optionally detachably, arranged on the box, and which are directly or indirectly connected to tarpaulin profiles, which in turn are fixedly (movably and ultimately detachably, but not detachably) connected to the tarpaulin, are designed in such a way that flaps are arranged along the edges of the box roof surface running parallel to the direction of travel (longitudinal direction L), to which the frame profiles are mounted. These flaps can be opened or do open while the truck is in motion. This lateral elevation at the edge of the box roof, running in the longitudinal direction L, improves air flow along the roof of the box.In particular, this noticeably reduces the lateral flow of air, particularly in the area of ​​the rear end of the case, onto the vertical side walls, and thus the formation of a large, “dead” airbag at the rear of the vehicle. This significantly reduces air resistance while driving. These side flaps preferably have one or more hinges on the outer side, as seen from the roof of the case, to which a wing is foldably attached. The free end of the wing is connected to a flexible film or the like, the other longitudinal end of which is in turn attached to the frame profile, but at a distance from the hinge and thus from the side edge. The wing and the film are at least essentially airtight, and the attachments to the frame profile are at least largely airtight. Thus, by applying excess pressure inside this elongated construction, the wing can be extended or retracted.be unfolded, and then projects essentially upwards, away from the roof surface, thus directing the airflow lengthwise towards the rear of the case. When the excess pressure is released, the wing is folded down by one or more spring elements, with the film preferably being pulled under the wing and covered by it. It should also be noted that the hinges running in the longitudinal direction L do not have to be "real", multi-part hinges; they can each be a mechanically weakened, relatively narrow section of a plastic surface, a so-called "pseudo-hinge", which extends over the entire length of the respective frame profile. The film is preferably designed to be flexible in order to be protected when folded under the comparatively rigid wing, which has to withstand the dynamic air forces. This construction can also be compressed in the event of resistance due to a reduction in height.The film can be connected to the longitudinal edge of the sash and / or the frame profile independently of one another by gluing, sealing, or possibly even by a clamping strip or other means; with knowledge of the method, the skilled person has many options at their disposal. Finally, the film can also be replaced by a stiffer element, a question that the skilled person can easily resolve with knowledge of the method and the area of ​​application. In one variant, the flap can consist of a single piece, consisting of the sash and two or three relatively flexible sections, connected by pseudo-hinges, each of which may exert a type of prestressing toward the rest position of the individual sections. In the area of ​​the outer edge of the flap, where it is connected to the frame profile, it is preferably connected to the frame profile via a type of piping that is pushed into a suitable recess in the frame profile.By designing and coordinating the cross-sections of the piping and the mount, a torque can be applied to the wing via elastic deformation, which forces it into the folded position, the rest position. In order to create a suitable overpressure inside the flap when driving, and thus between the frame profile, wing and film, a guide device for the airstream is designed on the front end of the flap as seen in the direction of travel, through which a large amount of it is directed into the interior of the flap. The build-up of overpressure is supported by a semi-permeable closure of the flap at the rear end of the flap (at the rear) as seen in the direction of travel. This creates a certain amount of back pressure when driving and facilitates the build-up of overpressure, but at low speeds or when the case is stationary, allows the air to escape from the interior of the flap and thus allow the wing to fold into the rest position.Of course, the application of controlled overpressure using the vehicle's pneumatics is also possible, but requires additional lines and control systems. By attaching the tarpaulin to the PVEs using the tensioning frame system, it is also easy to remove them, for example in the fall, store them safely over the winter, and only reinstall them in the spring when the increasing sunlight promises to be useful. For this purpose, the PVEs are preferably arranged at such a distance from one another that a zigzag fold of the tarpaulin from front to back is possible, thus enabling the formation of a stack without the PVEs being mechanically overloaded. Since a special visual appearance is not necessary for this design, several short tarpaulins can be arranged one behind the other in the lengthwise direction L, which greatly simplifies assembly / disassembly and storage.Bridging pieces from tarpaulin to tarpaulin can be used without any problem to direct the airflow. It goes without saying that such a tarpaulin with PV elements, possibly in pieces, can also be usefully mounted on the side walls of a box, particularly in sparsely populated areas where advertising is not effective. One design concerns the tarpaulin mounted on the roof in winter and is explained in more detail below with the help of the drawing. It should only be mentioned briefly here that by providing an elongated air hose located at least approximately centrally in the longitudinal direction L on the roof under the tarpaulin, when this is inflated the tarpaulin takes on an almost gable roof shape and snow, ice and dirt can be removed more easily, which significantly increases safety and makes work noticeably easier. This can be combined with the other aspects as desired.The various ideas and aspects, which can all be combined in pairs, in multiples or entirely, are explained in more detail below with the aid of the drawing, which shows: Fig. 1 an embodiment of a wing in the folded state, Fig. 2 a schematic section normal to the longitudinal direction L of Fig. 1, Fig. 3 a view similar to that of Fig. 1, but with the wing raised, Fig. 4 a purely schematic view of the rear, upper, right corner of a case with the wing raised, Fig. 5 a purely schematic cross-section normal to the longitudinal direction L in the upper area of ​​a case, Fig. 6 a purely schematic cross-section through the plane of symmetry in the upper area of ​​a case, Fig. 7 a purely schematic vertical section in the upper edge area of ​​a case with a wind catching device for the airstream, Figs. 8a and 8b rear and front rear ventilation devices, Fig.9 shows a cover for a corner of a tarpaulin in plan view, Fig. 10 shows a section along XX of Fig. 9, Fig. 11 shows a first variant of a side tarpaulin with a special tensioning frame in a schematic vertical section normal to the longitudinal direction L, Fig. 12 shows a second variant of a side tarpaulin with a special tensioning frame in a purely schematic, perspective view and Fig. 13 shows the surface structure of a tarpaulin purely schematically and in great magnification in a perspective view. Fig. 1 shows an embodiment of the present disclosure with a wind deflector in the folded state, without the case on which the construction is ultimately to be mounted. The construction has a frame profile 4 which is intended to be attached to the roof surface of a case, the longitudinal direction L corresponds to the direction of travel or is arranged exactly opposite to the direction of travel, whichever way you want to look at it.Furthermore, the tarpaulin 7 is visible, which is held by its piping 8 in a tarpaulin profile 5. This tarpaulin profile 5 is in turn suspended in an intermediate profile 6, which is mounted together with a holding profile 9 in the frame profile 4. To compensate for tolerances or thermal expansion, the frame profile 4 is provided with several holding strips into which the profiles 6, 9 can be suitably suspended. Such systems are known in various embodiments for attaching tarpaulins to the side walls of suitcases and can also be used in various forms in connection with the disclosure; it is therefore not necessary to describe several embodiments here; the person skilled in the art can easily make his or her selection with knowledge of the disclosure. In Fig.2, which shows a section normal to the longitudinal direction L, a case 1 with its roof surface 2 is shown, and a PV element 10 corresponding to the disclosure is mounted on the tarpaulin 7. The illustration also shows that the frame profile 4 extends at least almost to the lateral edge 3 of the case 1 in order to make the entire surface 2 usable for the attachment of PV elements 10. Furthermore, it can be seen in Fig. 2 that a type of undercut groove is formed at the edge end 11 of the frame profile 4, into which a folded wind deflector, referred to as deflector element 12 for short, with a thickened portion 13 is inserted. This deflector element 12 extends, in one piece or in pieces, preferably over the entire length of the case 1. The section shown in Fig.The folded configuration of the guide element 12 shown in Fig. 2 is achieved by its semi-rigid design, particularly of the outer web 14, and an elastic pre-tension with respect to the thickened portion 13. If the guide element 12 is "inflated", for example by the airstream and corresponding supply elements (a purely schematic representation of an embodiment is shown in Fig. 7), it assumes the shape shown in Fig. 3. The inner webs 15, 16, which practically lie on top of one another in the resting state, fold open about a type of hinge 17, and the connection between the outer surface 14 and the inner web 16 protrudes noticeably upwards above the plane of the tarpaulin 7. The direction L, which corresponds to the direction of travel, now leads to the air flowing over the tarpaulin 7 and thus the PV elements 10 when the box is moving, and not flowing laterally over the edge 3 of the box and increasing the vehicle's air resistance.At the rear end of the guide element 12, a slightly flexible and only slightly air-permeable closing film is preferably provided to facilitate the inflation of the guide element 12. This creates a speed-dependent airflow guide, which can significantly reduce the vehicle's aerodynamic drag and, if PV elements 10 are mounted on the tarpaulin 7, cool them, thereby increasing their efficiency. Fig. 4 shows the situation at the rear, upper right corner of a box 1, as seen in the direction of travel. The longitudinal direction L corresponding to the direction of travel is drawn in, and the guide element 12 is shown in the erected state; the partial end closure is not separately drawn. The piping 8 of the tarpaulin 7, running parallel and transverse to the longitudinal direction L, is indicated, and the corner elements 19, which cover the corners as in the prior art with the side tarpaulins, are shown.The 18 schematically indicates the portal, the rear closure wall of the case. This is where the doors are hinged and any covers are attached. Covers, clips 23, with guide bars 24 are arranged on the vertically arranged frame profile 22, in accordance with the corresponding aspect. These clips are elastically mounted to the frame profile 22 by clipping. Preferably, a plurality of identical clips are clipped on independently of one another. This ensures that they release without great effort in the event of a collision, preventing or minimizing damage and injuries. Continuous strips with a multitude of guide bars are, of course, conceivable. The guide bars 24 improve airflow in this critical area. The height of the guide bars, by which they protrude above the outer tarpaulin surface, is approximately up to 2 cm and must always be aligned with the applicable legal regulations.The preferred direction of the individual guide bars 24 can be easily determined through a few experiments; a readily usable arrangement is shown. The shape of the individual guide bars 24 can be adapted to specific requirements through various roundings and thickness changes. These clips 23 can, of course, be used on their own or without combination with the guide elements 12. In accordance with the corresponding aspect, Fig. 5 shows a variant that can be used on its own or in combination with other suggestions and aspects, which can be used particularly advantageously when the tarpaulin 7 is not equipped with PV elements, thus mainly in winter. Fig. 5 shows a schematic section normal to the longitudinal direction L in the upper area of ​​a trunk.An inflatable tube 20 is provided in the center of surface 2 and runs in the longitudinal direction L. When the vehicle carrying the box is started up in winter, this tube is controllably inflated by compressed air, so that the tarpaulin lifts up in the middle due to its elasticity like a flat gable roof. In addition (not shown), waste heat from the engine, and possibly also some or all of the exhaust gases, can be conveyed alongside the tube 20 into the roof space 21 that is being formed. Heat can also be supplied by reversing the operation of the PVEs, whereby any snow or ice that may be adhering to the surface melts and can either be easily removed or falls off automatically within the first few meters of the journey. Dirt can also be removed more easily when the tube 20 is inflated than on the flat surface.If PV elements 10 are mounted on the tarpaulin 7 at a distance from the vehicle's longitudinal centerline, they are not subject to any bending stress during inflation; the adhesive layer can withstand the stress caused by elastic expansion, and it is also possible to activate this arrangement when a tarpaulin 7 with PV elements is used. Fig. 6 shows a vertical, purely schematic section in the area of ​​the hose 20. A supply line 25 from a compressed air source leads, preferably in the front area of ​​the trunk, via a passage 26 to the hose 20 and, if desired, supplies it with compressed air, thereby raising the tarpaulin 7. Fig. 7 shows a vertical, purely schematic section through the upper, lateral, front area of ​​a trunk 2 with a windbreak device, or windbreak 27 for short.The wind deflector 27 does not protrude (or does not protrude noticeably) above the highest surface areas of the entire body (including the profiles, the tarpaulin, the deflectors, etc.) in order not to complicate access through passages, garages, etc. While driving, the wind (arrows W) is directed by deflectors 28, 29, and 30 to a supply line 31, reaching the front surface of the deflector 12, which then unfolds. The lower deflector 28 prevents downward flow, the rear deflector 29 promotes a partial reversal of the flow direction, and the front deflector 30 largely ensures the deflection of dirt, rain, snow, etc., which, due to inertia, do not enter the open area of ​​the wind deflector 27.Regarding the use and application of the PV elements, it should be said in general terms that, particularly for roof surfaces, it can be advantageous to cut the tarpaulin into sections in the longitudinal direction L, so that only one, two, or three transverse rows, depending on the dimensions of the PV elements 10, have to be removed at a time. This means that these tarpaulin strips do not have to be rolled or folded for storage, but can be laid on top of one another. In either case, the cabling is designed to enable either folding or separation. It goes without saying that the cabling of the PV elements preferably runs beneath the tarpaulin 7 in the cavity between the surface 2 of the case 1 and the underside / inside of the tarpaulin 7. Fig. 8 shows, in the sense of the corresponding aspect, a device for rear ventilation of a tarpaulin, regardless of whether it is on the top surface or a side surface of a case.In a first form, a type of strip 42 (to avoid the overused word profile) is applied to the case, which has continuous air slots, namely openings 43, running transversely to its longitudinal extent. The direction of passage of the openings is aligned with the longitudinal direction L during assembly, thus ensuring the best possible passage of the airstream, indicated by the arrows W. The openings 43 can be formed in the strip, or, as can be clearly seen from Fig. 8a (air outlet), the strip 42 has rake-like projections 44, by the application of which (gluing, etc.) to the case 2 the openings 43 are formed. Such air slots can also be provided on the side of the roof, if necessary within the guide elements 12, which ensures better ventilation than usual during periods of stationary exposure to sunlight. Figs.9 and 10 show, in accordance with the corresponding aspect, a top view and a section along the axis of symmetry 31', a corner element 19 (cover plate) that serves to cover the corners of the mounted tarpaulin 7. Elongated, scoop-shaped openings 32 are provided perpendicular to the axis of symmetry 31'. These openings point away from the outer corner 32 but do not protrude outward. The injector effect creates a particularly strong negative pressure at the rear corners, which promotes ventilation. This arrangement always "captures" a component of the airstream in the front area, and in the rear area, air escaping from the airstream is "sucked in" by the injector effect. Thus, even without further measures, "fresh" air always reaches the gap between the trunk and the tarpaulin while driving. Fig. 11 shows, according to a first variant of the corresponding aspect of the disclosure, a vertical section perpendicular to the longitudinal direction L.An upper frame profile 33 is attached to the side surface 2 of a case 1. In addition to the usual piping mount for the piping 8 of a tarpaulin 7, the upper frame profile 33 also has an LED strip 34, which significantly improves the visibility of the case 1 and thus of the vehicle during operation. Such an LED strip can of course also be provided in other frame profiles. Furthermore, independently of this, the profile 33 has at least one channel 35 through which water can be directed. Each of the existing channels 35 is provided with nozzles (not shown), which are preferably directed essentially diagonally downwards, and thus, during operation, sprays the inner surface of the tarpaulin 7 with water, the evaporation heat of which further contributes to the cooling of the case 1. The channels can be "activated" in sections using holes and plugs (not shown). A combination with targeted rear ventilation according to the corresponding aspect contributes particularly to cooling.The water supply is preferably located at the front end of the case (front end), where various supply lines and cables, etc. are already arranged in the prior art. Condensate from one of the commonly available cooling systems is preferably used as the water, as it is reliably free of salts and minerals. An intermediate tank and / or other supply can be easily provided by a specialist. The lower area of ​​the illustration shows a lower frame profile 36, which, in addition to the usual options for variable attachment of the tarpaulin 7, has an LED strip 34, which can be supplied with power and controlled in the same way as the upper LED strip, if necessary independently of it. The illustration shows the horizontal frame profiles 33, 36 in an arrangement that is reversed compared to the prior art, as the profile with the variable holder for the tarpaulin is usually the upper frame profile. Fig.Figure 12 shows a second variant of this aspect, in which the channels 35 are separate components that are attached to the case, possibly on their own mounting strip. Two channels are indicated here in order to achieve the most even distribution of the water over the considerable length of the case. Of course, more than two or even just one channel 35 can be provided. At the end area, a curvature of the channels is indicated (these can also merge into a collecting channel there) if the water is to be supplied in the lower area of ​​the case. The downward-pointing black arrows indicate the spraying of the water from the nozzles (not shown in detail). For variety and to indicate the various possibilities, the upper frame profile 33 is provided here with an upper angle 38 that extends onto the roof surface of the case and thus increases the stability of the assembly.The frame profile 33 also has an outward-facing shoulder 45, at the end of which the piping holder for the piping 8 of the tarpaulin 7 is located. With appropriately coordinated dimensions, this creates the possibility for air from the gap between the box and the tarpaulin to flow upwards in the course of thermals, past the channels 35 and to vent openings 37 in the shoulder 39, and, as indicated by the white arrows, to escape from the gap into the open air. Air access occurs either via corner elements 19 or openings in the (not shown) lower frame profile in accordance with the corresponding aspect, or through eyelets in the lower area of ​​the tarpaulin 7. In both cases, and also in other embodiments of this aspect, the combination of the LEDs with the truck's indicator system is particularly advantageous.If the LEDs also flash when the turn signal is activated, this leads to a significantly better perception of the truck's turning maneuver for all other road users. In both and other cases, the achievable temperature difference on the outside of the box compared to an outer wall without a tarpaulin and active cooling is up to 10°C. Fig. 13 shows another of the above-mentioned aspects of the presentation: In a purely schematic, perspective view, the outer surface 38 of a tarpaulin 7 is shown in extreme magnification: numerous strips, so-called riblets 39, are formed approximately parallel to the longitudinal direction L. At least the majority of the valleys 41 formed by these riblets 39 are interrupted by transverse webs 40.The distance from riblet 39 to riblet 39 is between 100 µm and 1 mm; the height of the riblets 39, relative to the adjacent valleys 41, is between 50 µm and 300 µm, and the length between the transverse webs 40 is in the single-digit to low double-digit centimeter range. This structure is produced either by an embossing process for the plane 7 prior to the possible application of a print, or by the printing process itself; both are known in the art for elements of this size. It is clear to a person skilled in the art that, due to the aforementioned manufacturing processes, Fig. 13 offers a view that does not faithfully reproduce the shape of the riblets, nor their course and arrangement, but can only serve as a basis for the description.Through this innovative design of the tarpaulin surface, in combination with the other aspects mentioned regarding the wind deflection system, a reduction of up to 6% in fuel consumption can be achieved during longer, continuous truck journeys. It should also be noted that the tensioning frame 46 consists of the following various profiles: frame profile 4, intermediate profile 6, vertical frame profile 22, upper frame profile 33, and lower frame profile 36. Whether the more "tarpaulin-side" profiles: tarpaulin profile 5 and keder profile 9 are included depends on the perspective and the circumstances. The frame profile variant shown is one of several designs, all of which are suitable for keeping a tarpaulin taut in one plane. In the narrative, the terms "top", "bottom", etc. are used interchangeably.Used in its common sense, "vertical" does not refer to the mathematical-geometric term, but rather to the usual orientation of the side walls of a truck, especially its body. "Approximately" stands for ±10%, as does "essentially"; all these terms should be understood and interpreted with the understanding possessed by a specialist in the field of truck construction.

[0002] List of reference symbols: 26. Passage 1. Case 27. Windbreak element 2. Case surface 28. Strip 3. Case edge 29. Opening 4. Frame profile 30. Projection 5. Tarpaulin profile 31. Supply line 6. Intermediate profile 31' Symmetry plane 7. Tarpaulin 32. Scoop 8. Piping 33. Upper frame profile 9. Piping profile 34. LED strip 10. PV element 35. Channel 11. Edge end 36. Lower frame profile 12. Wind deflector 37. Ventilation opening 13. Thickening 38. Outer surface 14. Outer surface 39. Riblet 15. Inner web 40. Cross web 16. Inner web 41. Valley 17. Hinge 42. Strip 18. Rear surface, portal 43. Opening 19. Corner elements 44. Projection 20. Hose 45. Shoulder 21. Roof space 46. Frame profile 22. Vertical frame profile 47. Gap 23. Cover L Longitudinal direction 24. Guide rail W Wind direction 25. Supply line

Claims

Patent claims:

1. Device for reducing the heat input into a truck, in particular a truck with a cooling device, with at least one box (1) with a longitudinal direction L, a vertical box symmetry plane running in the longitudinal direction, a front surface running normal to the longitudinal direction L, a rear surface running normal to the longitudinal direction L, vertical side surfaces and a roof surface (2), wherein a tarpaulin (4) is fastened to at least one of the side surfaces and / or the roof surface of the box (1) by means of a frame profile (46) consisting of profiles (4, 5, 6, 22, 33, 36) to form a gap (47) between the box (1) and the tarpaulin (4), characterized in that the gap (47) is connected to the surroundings of the box (1) to form openings.

2. Device according to claim 1, characterized in that the frame profile (46) has openings (29) in its vertical parts, orin conjunction with the case (1), through which the airstream (W) flows into the gap between the case (1) and the tarpaulin (7) at the front and is sucked out at the rear by negative pressure (injector effect).

3. Device according to claim 1, characterized in that the frame profile (4) is mounted on a profile which has openings (29) in its vertical parts or which, in conjunction with the case (1) and / or the frame profile (46), forms openings through which the airstream (W) flows into the gap between the case (1) and the tarpaulin (7) and is sucked out at the rear by negative pressure (injector effect).

4. Device according to claim 1, characterized in that the frame profile (46) has openings (29) in its horizontal parts, or forms them in conjunction with the case (1), through which the airstream (W) flows into the gap between the case (1) and the tarpaulin (7) and is sucked out at the rear by negative pressure (injector effect).Device according to claim 1, characterized in that the frame profile (4) is mounted on a profile which has openings (29) in its horizontal parts or forms them in connection with the case (1) and / or the frame profile (46) through which the airstream (W) enters the gap between the case (1) and the tarpaulin (7). flows and is sucked out at the rear by negative pressure (injector effect).

6. Device according to one of the preceding claims, characterized in that corners of the frame profile (46) are covered by profile-covering corner elements (19) with a plane of symmetry (31'), which have scoops (32) that run perpendicular to the plane of symmetry (31') on the corner element (19) and are designed to direct airflow at the front corners of the case (1) into the gap between the case (1) and the tarpaulin (7) and, at the rear corners, to suck air from this gap into the environment by means of the injector effect.

7. a Device according to one of the preceding claims, characterized in that at least one channel (35) with nozzles designed to spray water into the gap is formed on the upper frame profile (33) and / or on the profile on which it is mounted, lying in the gap. 8.Device according to one of the preceding claims, characterized in that an LED strip (34) is mounted in the upper and / or lower frame profile (33), which is preferably operatively connected to the indicator device of the truck.

9. Device according to one of the preceding claims, characterized in that the outer sides of the tarpaulins (7) are provided with a riblet structure (39) which is intended to reduce air resistance while driving.

10. Device according to claim 13, characterized in that the distance from the elongated riblet (39) to the adjacent riblet (39) is between 100 µm and 1 mm; that the height of the riblets (39), relative to the adjacent valleys (41), is between 50 µm and 300 µm; and that the length of the valleys (41) between the transverse webs (40) running from riblet (39) to riblet (39) is in the single-digit to low double-digit centimeter range. 11.Device, in particular according to one of the preceding claims, characterized in that covers (23) are clipped onto the rear, vertical frame profiles (22) of the case (1), which covers have guide webs (24) which improve the conduction of the airstream in this critical rear area.

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