BE1024590B1 - Connection element - Google Patents

Abstract

A system for attaching a sail for closing a side of a loading space, which system comprises an upper support beam and a lower support beam and furthermore comprises a series of upper trolleys and a series of lower trolleys compatible with the respective support beams, wherein the sail with the trolleys is connected to be fixed by the carriages between the lower supporting beam and upper supporting beam and to be movable in the longitudinal direction with respect to the supporting beams, wherein at least between a first upper carriage of the series of upper carriages and a first lower carriage of the series of lower carriages a rigid connecting element is provided to facilitate synchronous movement of the first upper carriage and the first lower carriage, the rigid connecting element being rotatably connected eccentrically to the upper carriage and the lower carriage so that the connecting element is at least at the location of a central zone away from the loadingru imte is rotatable.

Description

(30) Priority data:

(73) Holder (s):

VERSUS INVEST BVBA 3660, OPGLABBEEK Belgium (72) Inventor (s):

ROGIERS Erik Ronny Felix

3850 CHOSES

Belgium (54) Connecting element (57) System for attaching a tarpaulin to enclose a side of a cargo space, which system includes an upper drawbeam and a lower drawbeam and further a series of upper carts and a series of lower carts compatible with the respective beams the tarpaulin being connected to the carriages to be fixed by the carriages between the lower drawbeam and upper drawbeam and to be movable longitudinally relative to the drawbars, with at least between a first upper cart of the series of top carts and a first lower trolley of the series of lower trolleys a rigid connecting element is provided to facilitate synchronous movement of the first upper trolley and the first lower trolley, the rigid connecting element being eccentrically rotatably connected to the upper trolley and the lower trolley so that the connecting element is at least on the spot rotatable away from the loading area.

BELGIAN INVENTION PATENT

FPS Economy, K.M.O., Self-employed & Energy

Intellectual Property Office

Publication number: 1024590 Filing number: BE2016 / 5705

International classification: B60J 5/06 Date of issue: 17/04/2018

The Minister of Economy,

Having regard to the Paris Convention of 20 March 1883 for the Protection of Industrial Property;

Having regard to the Law of March 28, 1984 on inventive patents, Article 22, for patent applications filed before September 22, 2014;

Having regard to Title 1 Invention Patents of Book XI of the Economic Law Code, Article XI.24, for patent applications filed from September 22, 2014;

Having regard to the Royal Decree of 2 December 1986 on the filing, granting and maintenance of inventive patents, Article 28;

Having regard to the application for an invention patent received by the Intellectual Property Office on 20/09/2016.

Whereas for patent applications that fall within the scope of Title 1, Book XI, of the Code of Economic Law (hereinafter WER), in accordance with Article XI.19, § 4, second paragraph, of the WER, the granted patent will be limited. to the patent claims for which the novelty search report was prepared, when the patent application is the subject of a novelty search report indicating a lack of unity of invention as referred to in paragraph 1, and when the applicant does not limit his filing and does not file a divisional application in accordance with the search report.

Decision:

Article 1

VERSUS INVEST BVBA, Nijverheidslaan 1527a, 3660 OPGLABBEEK Belgium;

represented by

PHILIPPAERTS Yannick, Meir 24 box 17, 2000, ANTWERP;

a Belgian invention patent with a term of 20 years, subject to payment of the annual fees as referred to in Article XI.48, § 1 of the Code of Economic Law, for:

Connecting element.

INVENTOR (S):

ROGIERS Erik Ronny Felix, Zwarteindestraat 78, 3850, KOSEN;

PRIORITY :

BREAKDOWN:

Split from basic application: Filing date of the basic application:

Article 2. - This patent is granted without prior investigation into the patentability of the invention, without warranty of the merit of the invention, nor of the accuracy of its description and at the risk of the applicant (s).

Brussels, 17/04/2018,

With special authorization:

2016/5705

BE2016 / 5705

Connecting element

The invention relates to a system for suspending a tarp to close off a side of a loading space. Such suspension systems typically include a drawbeam provided with rails for trolley wheels to roll into. The sail is suspended from these wagons.

Loading areas, enclosed by loading bodies, in particular mobile bodies located on trucks and / or tremes, must comply with predetermined maximum external dimensions. These external dimensions are often imposed by the legislator. Due to these fixed maximum dimensions, the loading space, which is the effectively available space inside the body, is limited. Often sides of such loading spaces are closed with a tarpaulin that can be opened to provide access to the loading space via the relevant side. To obtain maximum loading space, the tarpaulin is attached to an outer peripheral edge of the cargo box.

Typically, the sail is hung directly or indirectly from trolleys that can roll over treads in rails located in a drawbeam. The carts carry the sail and are carried by the draw beam. The trolleys allow the tarpaulin to slide open by rolling the trolleys over the rails to one end of the draw beam in the longitudinal direction of the draw beam. When opening the sail, the wheels roll over the treads in the rails, minimizing the resistance to opening the sail. In addition, the known suspension systems for sails are preferably optimized to prevent the wagons from blocking when the sail is slid open. In particular, when an operator tries to slide the sail open too fast or too rough, wheels may lock.

When a container with a tarpaulin has to be loaded or unloaded in a logistics environment, the time pressure is often very high, so that these tarpaulins are almost always opened quickly and roughly. In another example, where a truck, provided with a cargo space with a side wall closed by a tarp, completely or partially blocks a street from making a delivery or collection to a shop, for example in a city center, the tarp will also virtually always be opened quickly and roughly.

EP 2 708 395 describes a system for securing a side-closing sail, wherein the trolleys are formed with a plurality of sets of wheels oriented in relation to each other, and in relation to the support beam of the system, that the sail can be opened and closed reliably without blocking the system. Even in situations where the sail is opened or closed quickly and / or roughly, the wheels will move correctly with respect to the joists. EP 2 describes this

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BE2016 / 5705

708 395 explicitly an embodiment in which the system for closing off a side of a loading space is provided with a lower supporting beam and an upper supporting beam, wherein upright supporting beams extend between the lower and the upper supporting beam and are connected there via lower trolleys and top carts, respectively. The sail is connected to the upright support beams. An advantage of such a configuration is that the sail is guided by trolleys both at the top of the side and at the bottom of the side, and is also connected to the loading space via these trolleys.

A further advantage relates to cargo security. When closed, the upright support beams, together with the lower and upper draw beams, form a framework that can absorb high lateral forces, even without loading the sail, such that a load can be held in the cargo space. According to several national laws in Europe and beyond, it is no longer necessary to lash the load in the cargo space, if the cargo has predetermined dimensions and has been placed in the cargo space in a predetermined manner. In the latter situation, the cargo security will be guaranteed by the system for closing the side of the cargo space. The upright support beams can further function as connecting posts with which goods can be connected in the loading space so that their position is fixed.

In this context, it is noted that systems exist in which the sail is connected only via an upper draw beam, and where a bottom of the sail is connected to a lower draw beam by fasteners, such as buckles, when the side wall is closed. To open a sail with the latter configuration, the buckles are first loosened, so that the bottom of the sail is no longer connected to the loading space, after which the sail can be slid open.

The present invention is particularly directed to a system for attaching a tarpaulin to enclose a side of a cargo space with an upper drawbeam and a lower drawbeam, the sail being connected to the drawbars via the trolleys both at the top and bottom. Such a construction makes it possible to open the sail noticeably easier and faster.

In the case of smaller loading compartments or loading compartments with a self-supporting roof structure, upright support beams between corresponding upper and lower trolleys are unnecessary.

In such situations, the sail is directly connected to the trolleys at the top and bottom. Cargo security can still be guaranteed, especially for smaller loading spaces. To facilitate correct sliding of the sail, at least the first of the top series of carts is connected to the first of the bottom series of carts via a rigid connection. When opening the sail, the rigid connection ensures that the

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BE2016 / 5705 upper series of trolleys and the lower series of trolleys move in a similar manner in the longitudinal direction along the supporting beams. A drawback of such systems is that the load must always be placed correctly and completely within the limits of the loading space in order to guarantee the proper functioning of the system. This reduces the ease of use of such a system.

It is an object of the invention to provide a system for fastening a tarpaulin for closing a side of a loading space that can be opened and closed quickly, with an increased ease of use.

To this end, the invention provides a system for attaching a tarpaulin to close off a side of a loading space, which system comprises an upper draw beam and a lower draw beam which are situated at the height of an upper and a lower side of the load space, respectively, which system The system further includes a series of top carts compatible with the top joist and a set of bottom carts compatible with the bottom joist, the sail being connected to the carts to be secured by the carts between the bottom joist and top joist and longitudinally be movable relative to the girders, a rigid connecting element being provided at least between a first top cart of the top cart series and a first bottom cart of the bottom cart series to facilitate synchronous movement of the first top cart and the first bottom cart , where the rigid connection The element is rotatably eccentrically connected to the upper trolley and the lower trolley, so that the connecting element can be rotated away from the loading space at least at a center zone.

By connecting the rigid connecting element eccentrically to the upper and lower trolley, the connecting element can move at least partly away from the loading space. When the sail is directly connected to the other trolleys, ie without upright support beams, a special freedom is obtained for the user of the cargo space. Namely, because the rigid connecting element moves at least partially away from the cargo space, it will have less tendency to rub or collide with cargo during longitudinal movement. Especially when cargo is close to the edge of the cargo space, smooth passage of the rigid connecting element can be difficult. In some situations, depending on the dimensions, size and weight of the load, the load must be lashed to the load floor with buckles. Such a buckle can easily be up to 5 cm thick. When the load is then provided at an edge of the cargo space, and a buckle is used to secure the load, the buckle may collide with the rigid connecting element when it moves in the longitudinal direction in a conventional manner. According to the invention, the rigid connecting element can rotate away from the loading space, so that a greater freedom of movement

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BE2016 / 5705 is created to allow the rigid connecting element to move along the load. This considerably simplifies opening and closing the tarp. It should be noted that when the sail is directly connected to the trolleys, the sail will always have a certain flexibility and will not react as a rigid connection. As a result, the sail can also be moved along a part of the load even when the load is at or over the boundary of the loading space. Tests have shown that with such a construction the ease of use of the loading space, in particular the placing of the load and the securing of the load, is significantly improved, while the sail can be opened and closed with ease and quickly.

Preferably, the central zone is formed by a rigid central segment extending over substantially the full height of the side of the cargo space, the rigid central segment being provided at its ends with an end segment with an arm extending to a upright axis extending outside the rigid central segment at a distance therefrom, the connecting element being rotatably connected about the upright axis. Because the axle line runs outside the rigid central segment, the rigid central segment will be able to move completely away from the loading space. The end segments, at the top and bottom of the rigid central segment, each include an arm so that the rigid central segment can be connected to the upper and lower carriages via the arms. It will be clear that the end segments and the rigid central segment can be formed as separate parts, or as a whole. In the latter embodiment, the rigid connecting element may be formed, for example, as a tube bent at the top and bottom to connect the tube to the top cart via the curved top end and connect to the bottom cart with the curved bottom end.

Preferably, the distance is at least 5 cm, more preferably at least 7 cm and most preferably at least 9 cm. The distance between the upright axis, which forms the axis of rotation of the connecting piece, and the rigid central segment of the connecting piece determines how far the connecting element with its middle zone can move away from the loading space. By providing this distance at least 5 cm, preferably at least 7 cm and most preferably at least 9 cm, the middle zone of the connecting element can be moved away from the loading space by a corresponding distance.

Preferably, each arm includes a connecting shaft that extends about the upright axis and wherein the connecting shaft is connected to the first upper cart at the top end, and the connecting shaft is connected to the first bottom cart at the bottom end. This means that at the top of the rigid connecting element, the arm of the connecting element via the connecting shaft directly to the top carriage

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BE2016 / 5705 is connected. At the bottom of the connecting element, the arm of the connecting element is directly connected to the lower trolley via the connecting shaft.

The upper trolley and the lower trolley are hereby connected directly via the connecting element.

Preferably, the arm at the bottom end is located under the loading floor of the loading space. By providing the arm under the loading floor of the loading space, the moving space at the location of the loading floor will be increased because the connecting element is moved away from the loading space via the arm. Because the arm is under the load floor, it will not collide with elements that are on the load floor. As a result, a load, for example a pallet located on or a little over the edge of the loading space, will still be able to pass through the rigid connecting element because the arm extending to the bottom trolley is positioned under the loading floor.

Preferably, the sail is connected to the rigid central segment of the connecting element. Alternatively, the sail is connected to the trolleys and not to the connecting element. By connecting the sail to the rigid central element of the connecting element, the positioning of the sail at the location of the first carriage is determined by the rigid connecting element, so that synchronous movement of the sail and the carriages is further simplified.

Preferably, the connecting element is rotatable between a first position where the connecting element extends substantially in line with the side, and a second position where the connecting element extends substantially transverse to the side. By letting the connecting element extend in line with the side, the sail can be mounted against the connecting element. This first position will typically be assumed when the sail is in a closed position. When the sail is opened, the connecting element can then be moved to the second position, in which it extends mainly transversely to the side. By extending transversely, the connecting element will be moved at least partly away from the loading space. This allows, especially in a central zone of the connecting element, to create more space for the load in the cargo space.

Preferably, the center of gravity of the connecting element is in the first position in the cargo space, while the center of gravity of the connecting element is in the second position outside the cargo space. This again shows that the connecting element extends within the cargo space in the closed position of the sail, while the connecting element can extend largely outside the cargo space in an at least open position of the sail.

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Preferably, the rigid connecting element is formed as a door which retains an upright end of the sail and is provided with a closing mechanism for pulling the door against an upright edge of the side. By providing the connecting element as a door, the connecting element has an extra function. In addition to facilitating the synchronous movement of the trolleys, the connecting element will further facilitate the closing of the sail.

To this end, the closing mechanism is formed to pull the door against the upright side wall. The sail, because it is held by the door, is thereby pulled into its closed position.

Preferably, a rigid connecting element is further provided between a last top cart of the series of top carts and a last bottom cart of the series of bottom carts to facilitate synchronous movement of the last top and bottom carts, the otherwise rigid connecting element being eccentrically rotatably connected Can be rotated with the last upper trolley and the last lower trolley so that the connecting element can be rotated away from the loading area at least at a central zone. In the above-described embodiment of the invention, a rigid connecting element is only described at the location of the first of the series of trolleys. This allows the sail to be slid open in one direction. To obtain the same functionality when sliding in the other direction of the sail, the last wagons are also equipped with such a rigid connecting element. This allows the tarpaulin to be opened and closed from front to back and from back to front, depending on the user's wishes. The effects and advantages described above apply equally to this otherwise rigid connecting element.

Preferably, the sail is directly connected to at least every second to second to last cart in the series of top and bottom carts. By direct connection is meant that the sail is connected to the carriages without an upright support beam extending between the corresponding carriages. It will be clear that if an upright support beam must nevertheless be provided, for instance in a central zone of the side of the loading space to support the roof, this upright support beam can be a rigid connecting element as described above, so that the upright support beam at least has a central zone rotatable away from the cargo area to achieve the effects and benefits described above.

The invention will now be described in more detail with reference to an exemplary embodiment shown in the drawing.

In the drawing:

figure 1 shows a loading space according to an embodiment of the invention;

figure 2 shows a detail view of a first embodiment of the invention;

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BE2016 / 5705 figure 3 shows an illustration of the operation of the expression at the loading floor; and figure 4 shows a second embodiment of the invention.

In the drawing, the same or analogous element is assigned the same reference numeral.

The invention relates to a system for suspending a tarp to close off a side of a loading space. The loading space 1 is preferably defined by a loading box 2, in particular a mobile loading box. In figure 1 the mobile body is shown as a trailer of a truck. Such mobile buckets 2 are typically used to transport goods. It will be clear that the invention is applicable not only to trailers of trucks, but also to train wagons, trucks with a fixed body and further mobile bodies with loading spaces for transporting goods.

Such buckets typically have dimensions that are limited by law. In Belgium, for example, a non-refrigerated body of a truck is imposed on an outside dimension with a maximum width of 2.55 m. These imposed maximum external dimensions affect the maximum loading space in the body. To maximize this cargo space, the wall of the cargo space is preferably formed on an outermost peripheral edge of the cargo body. Supporting and supporting elements with which the loading body is built up and which have a diameter larger and thicker than the wall of the loading space are therefore preferably located within this wall, so that no or only a small part of these elements protrude outside the wall. In this way, the outer dimensions are mainly defined by the wall of the cargo space, which maximizes the space in the cargo space. The maximum height of the trailer is also laid down by law. The height of the trailer is determined by the combination of the height of the chassis with the wheels and the suspension and the height of the body built on the chassis.

As a result, a larger loading platform can be built on a smaller chassis.

The wall is preferably formed by a tarpaulin 3. A tarpaulin 3 typically has a small thickness and will therefore be suitable as a wall of a cargo box 2 to close off a loading space 1, because it occupies little loading space 1. Furthermore, a tarp 3 has the advantage that it is flexible, and if attached via a suitable suspension system, it can be slid to one side, as illustrated in figure 1, the tarp 3 being partly pushed to a right side of the trailer.

Figure 1 shows a trailer in which the sail 3 is suspended via a suspension system with trolleys and supporting beams, the supporting beams being located both at the bottom and at the top. Figure 1 shows on the left side of the trailer the suspension system without tarp, and on the right side the figure shows part of the suspension system with tarp 3.

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In Figure 1, the upper draw beam is indicated with reference numeral 5, and the lower draw beam is indicated with reference numeral 4. In the upper draw beam 5, a series of upper trolleys 6 are provided, which can move in the longitudinal direction 9 relative to the draw beam 5. A series of lower trolleys 7 is provided in the lower draw beam 4, which can move in the longitudinal direction 9 relative to the draw beam 4. The sail is then connected to carts, such that the side wall of the loading space can be closed with the sail.

The use of an upper draw beam 5 and a lower draw beam 4 has the advantage that the sail is held both in the closed position, the open position and during opening and closing both at the top and at the bottom, and thus cannot move away from the loading space. This is particularly important for trucks used in the city to load and unload goods. If such a truck only had a top draw beam, and the sail hangs from this top draw beam without being held at the bottom, the sail at the bottom could move away from the cargo space and damage surrounding objects such as cars and buildings, or people can injure. This is prevented in the system of the invention by not only attaching the sail to an upper draw beam 5, but also attach it to a lower draw beam 4. Furthermore, the system according to the invention appears to be considerably less labor-intensive when opening and closing than similar systems without a lower draw beam. Without a lower drawbeam, the tarp at the bottom must be manually fastened and detached at regular positions when closing and opening, respectively, which takes a long time.

The lower support beam 4 is provided with rails, and the lower carriages 7 are provided with wheels compatible with these rails such that the lower carriages 7 can drive in the rails in a longitudinal direction 9 of the support beam 4. Also, the top drawbar 5 contains rails, and the top carts 6 contain wheels that are compatible with these rails so that the top carts 6 can also ride in the rails in a longitudinal direction 9 of the top drawbar 5. Since the sail 3 extends between lower trolleys 7 and upper trolleys 6, the sail 3 can move in the longitudinal direction 9. By moving the trolleys towards one end of the side wall of the cargo space 1, the tarpaulin 3 can be slid open to give access to the cargo space 1. In the same way, the tarpaulin 3 can also be closed as the skilled person will understand.

Between the upper draw beam 5 and the lower draw beam 4 further elements may extend, such as a door 10. In the context of the system for fixing a tarpaulin 3 to close off the side of a cargo space 1, a door 10 is defined as a upright support beam 6 which, in addition to holding the sail, has an additional functionality. The door

10 from figure 1 has the further function of fixing the tarp at a side with

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BE2016 / 5705 an upright edge of the cargo space 1. Such a door is described in BE 2012/0619 which is incorporated herein for describing the door 10. A similar door 10 or support can be provided in the center of the side wall for additional give firmness to the system.

To facilitate opening and closing of the tarp 3, a rigid 5 connecting element is typically provided between the first top cart 11 from the top cart series 6 and the first bottom cart 12 from the bottom cart series 7. Alternatively or, preferably, simultaneously a further rigid connecting element is provided between the last upper cart 13 from the series of upper carts 6 and the last lower cart 14 from the series of lower carts 7. In Figure 1, the rigid connecting element is between the first upper cart 11 and the first lower cart 12 formed by the door 10. The rigid connecting element ensures that the extreme (first or last) of the series of upper trolleys 6 and lower trolleys 7 move synchronously. Tests have shown that connecting the extreme trolleys in this way makes opening and closing considerably easier.

Figure 1 further shows the loading floor 8 of the loading space 1. Goods are typically placed on the loading floor 8. Optionally, the goods can be lashed to secure the goods. The lower supporting beam 4 extends at a height located under the loading floor 8, and trolleys driving in the lower supporting beam 4 are preferably integrally located at a height located under the loading floor 8. As a result, trolleys can are at a height below the cargo floor, do not collide with goods placed on the cargo floor, and thus are at a height above the cargo floor, even when the goods are on or slightly over the edge of the cargo floor.

Figure 2 shows some basic elements from the system for attaching a tarpaulin to close off a side of a loading space 1. In this respect, Figure 2 shows a first embodiment of the invention. The figure shows a part of the upper draw beam 5 and a part of the lower draw beam 4. Furthermore, an upright edge of the side of the loading space is formed by upright profile 15. The figure shows the first upper carriage 11 and the first lower carriage 12 from the series of carriages (not shown), which are provided in the upper and lower support beam. In the embodiment of figure 2, the rigid connecting element is designed as a door 10.

The door 10 has a center zone 16 extending over substantially the full height of the cargo space 1. The center zone 16 is formed by a central segment 17 extending over the entire center zone 16. At its top end and bottom end is the center segment 17 provides an end segment 18, with which the door 10 is connected to the upper and lower trolley 11, 12. To allow eccentric rotation of the door 10, the end segments 18 comprise arms. More specifically, the bottom end segment 18 will be a bottom

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BE2016 / 5705 arm 19, and the upper end segment 18 includes an upper arm 20. The arms 19 and 20 extend in a direction transverse to the upright direction of the door 10 such that the door 10 can rotate eccentrically. In this description, eccentric rotation is preferably defined in this description as rotating about an axis that runs outside the central segment 17, and thus does not intersect the central segment 17. The consequence of allowing the door to rotate eccentrically according to this definition is that the door moves at least with its middle zone 16 away from the loading space during rotation. The effects of this have already been described above and are further explained below.

In the embodiment of Figure 2, the arms 19 and 20 of the end segments 10 are integrally formed with the central segment 17. Alternatively, the arms 19 and 20 may be formed as loose parts that can be connected to the frame via fasteners, for example screws or bolts. central segment 17. An advantage of forming the lower arm 19 and upper arm 20 as a separate part, and fixing via fasteners, is that the mutual position and thus also the eccentric rotation of the door 10 is adjustable. The arms

19 and 20 are connected via a rotation axis 21 to the lower trolley 12 and the upper trolley 11, respectively. The axis of rotation 21 is positioned relative to the central segment 17 so that the central segment 17 can rotate eccentrically. This is further explained with reference to figure 3.

Figure 2 further shows the loading floor 8. It is clear from Figure 2 that the loading floor 8 is in height above the lower supporting beam 4 and above the lower trolley 12.

Furthermore, the door 10 is shaped in such a way that the middle zone 16 of the door 10 also extends below the height of the loading floor 8. The lower arm 19 is also positioned below the height of the loading floor 8. As a result, when the door 10 rotates eccentrically, the door 10 moves with its middle zone 16 away from the loading space, also at the location of the loading floor 8.

This will cause the door 10 to move away from objects that are directly on the loading floor 8, creating space for the door 10 to move longitudinally along the objects. The objects may even be located on or slightly over the edge of the loading floor 8.

In the embodiment of Figure 2, the lower carriage 12 includes a pin 22 spaced from the axis of rotation 21. The pin 22 is compatible with a groove or notch on the inside of the door 10 so that the door 10 passes through the pin 22 and corresponding groove or notch is lockable in a closed position. The closed position of the door 10 is the position in which the door 10 extends substantially parallel to the closed sail 3. In Figure 2, the door 10 is shown in an open position, the door 10 being rotated eccentrically away from the loading space 1. In this case, the door 10 extends substantially transversely of the sail 3 in the closed position. In this open position of the door 10, the center of gravity of the door 10 is outside the

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BE2016 / 5705 cargo space 1. In contrast, the center of gravity of the door 10 will be inside the cargo space 1, when the door 10 is in the closed position. The door 10 is rotatable between the open position and the closed position by rotation about the rotation axis 21.

The door of the embodiment of figure 2 is further provided for closing the sail 3. To this end, the door 10 is provided on its outside (not shown) with a closing mechanism for pressing the door 10 against the upright profile 15. Such closing mechanisms are generally known and are therefore not further described in this description.

The door 10 is preferably provided on its edge with a closing edge 23, for instance formed by a rubber profile, so that the door 10 with the closing edge 23 can press against the upright profile 15, thus closing the side. The door 10 preferably further includes a groove 24 in an outer side of the central segment 17. The sail 3 is then slid into the groove 24 with its edge, which typically includes a bulge, so as to form the upright side of the sail 3 with the door 10.

Figure 3 shows the bottom side of the embodiment of figure 2 in detail, wherein a palette 27 is shown on the loading floor 8. In Figure 3, the palette 27 is positioned over the edge of the loading floor, and as illustrated, the lower carriage 12 with the pin 22 and the rotary axis 21 and the arm 19 can move under the pallet 27 in the open position of the door 10. Figure 3 further illustrates how the rotary shafts 21 are positioned to rotate the door 10 eccentrically about an upright axis 25. The upright axis 25 does not intersect central segment 17, and is completely outside this central segment 17. As a result, the central segment 17 can rotate away from the loading space. The distance between the central segment 17 and the upright axle line 25, which distance is indicated in arrow 3 by arrow 26, determines how far the central segment 17 can be moved, in particular rotated, from the loading space.

Figure 4 shows an alternative embodiment of the invention. In Figure 4, the rigid connecting element is formed as a tube 17 extending over the middle zone 16. The tube is connected at its ends via arms 19 and 20 to the trolleys 14 and 13, respectively.

This allows the tube to be rotated eccentrically away from the loading space. Alternatively, the tube may be bent at its ends so that the function of the arms can be performed by the bent ends of the tube.

In the embodiment of figure 4, the sail 3 is not connected to the central segment 17 of the connecting element. The technical construction of the connecting element with the central segment, the lower arm 19, the upper arm 20, the rotary axes 21 and their mutual relationships and construction are essentially the same or at least analogous to the technical construction of the door 10 described above is based on figures 2 and 3. The advantages

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BE2016 / 5705 and technical effects, in particular for moving the lower wheels in the lower draw beam 4 and the top wheels in the upper draw beam 5 synchronously, are essentially the same.

The connecting element of the embodiment of figure 4 connects the lower trolley 14 to the upper trolley 13 such that they move synchronously. The further trolleys in the series will therefore tend to move synchronously. In the embodiment of figure 4, the sail 3 is directly connected to the lower trolley 14 and the upper trolley 13. This connection is not shown in figure 4. Since the sail 3 does not react as a rigid connection, the sail can always be pushed away from the loading space at least in part. At least in part will be understood as a few centimeters over the full height to a few tens of centimeters locally. Due to this flexibility of the sail, the sail can always move smoothly, even when the load is on or slightly over the edge of the cargo space. Since the connecting element, in particular the central segment 17 thereof, can be rotated away from the loading space, the rigid connecting element will not collide with such a load when it is moved in the longitudinal direction.

In the embodiment of figure 4, the sail 3 is provided at its upright end with a sail fastening profile 28. This profile can be directly or indirectly connected to the upright profile 15 to close the sail on the upright side. When opening the sail, the sail fastening profile can first be detached from the upright profile 15, after which the sail is partially folded outwards, as shown in figure 4, after which the central segment 17 becomes accessible and can also be rotated away from the cargo space.

After this, the carts can be moved to one side to fully open the sail. The sail fastening element 28 can alternatively be formed by a tensioning system so that the sail can be tensioned. Such systems are known and are therefore not further explained in this description.

The trolleys from the upper series of trolleys 6 and the lower series of trolleys 7, which lie between the first trolley 11, 12 and the last trolley 13, 14, are preferably directly connected to the sail 3. As described above, the tarpaulin 3 does not respond as a rigid connection between corresponding trolleys, so that the sail can be slid smoothly past cargo that is on or slightly over the edge of the cargo space.

Based on the description above, those skilled in the art will understand that the invention can be practiced in different ways and on different principles. In addition, the invention is not limited to the above-described embodiments. The above-described embodiments, as well as the figures, are merely illustrative and serve only to enhance the understanding of the invention. Therefore, the invention will not be limited to the embodiments described herein, but is defined in the claims.

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Legend of the figures

1. cargo space

2. cargo box

3. sail

4. lower drawbeam

5. top joist

6. top row of trolleys

7. bottom row of trolleys

8. cargo floor

9. longitudinal direction

10. door

11. first top cart

12. first bottom trolley

13. last top cart

14. last bottom cart

15. upstanding profile

16. middle zone

17. central segment

18. end segment

19. lower arm

20. upper arm

Rotation axis

22. pen

23. closing edge

24. groove

25. upright axis

26. distance

27. palette

28. sail mounting profile

2016/5705

BE2016 / 5705

Claims (13)

Conclusions 1. System for securing a tarpaulin to enclose a side of a cargo space, which system comprises an upper drawbeam and a lower drawbeam which 5 are located at the top and bottom of the cargo space respectively, the system further comprising a series of upper carriages compatible with the upper drawbar and a series of lower carriages compatible with the lower drawbar, the sail being connected to the carriages to pass through the carriages be fixed between the lower drawbeam and upper drawbeam and be movable in the longitudinal direction relative to the drawbars, 10 wherein at least between a first top cart of the top cart series and a first bottom cart of the bottom cart series a rigid connecting member is provided to facilitate synchronous movement of the first top cart and the first bottom cart, the rigid connecting element being rotatable is connected to the upper trolley and the lower trolley so that the connecting element is at least at the location of 15 a center zone is rotatable away from the loading space. A sail fastening system according to claim 1, wherein the center zone is formed by a rigid central segment extending over substantially the height of the side of the cargo space, the rigid central segment being provided at its ends with an end segment with an arm extending to an upright axis extending outside The rigid central segment extends at a distance therefrom, the connecting element being rotatably connected about the upright axis. A sail fastening system according to claim 2, wherein the distance is at least 5 cm, preferably at least 7 cm, more preferably at least 9 cm. A sail fastening system according to claim 2 or 3, wherein each arm includes a connecting shaft extending around the upright axis and the connecting shaft being connected to the first upper carriage at the top end, and wherein the connecting shaft is connected to the first lower trolley at the bottom end. A sail fastening system according to any one of claims 2-4, 30, wherein the arm at the bottom end is located under the loading floor of the loading space. A sail fastening system according to any one of claims 2-5, wherein the arm at the top end is above a roof edge of the cargo space. A sail fastening system according to any one of claims 2-6, The sail being connected to the rigid central segment of the connecting element. 2016/5705 BE2016 / 5705 A sail fastening system according to any one of the preceding claims, wherein the connecting element is rotatable between a first position where the connecting element extends substantially in line with the side, and a second position where the connecting element extends substantially transverse to the side extends. 5 A sail fastening system according to claim 8, wherein the center of gravity of the connecting element is in the first position in the cargo space while the center of gravity of the connecting element is in the second position outside the cargo space. A sail fastening system according to any one of the preceding 10 claims, wherein the rigid connecting element is formed as a door which retains an upright end of the sail and is provided with a closing mechanism for closing the door against an upright edge of the sail. side. A sail fastening system according to any one of the preceding claims, wherein between a last top cart of the series of top carts and a Last lower carriage of the series of lower carriages a further rigid connecting element is provided to facilitate synchronous movement of the last upper carriage and last lower carriage, the further rigid connecting element being eccentrically rotatably connected to the last upper carriage and the last lower carriage so that the connecting element can be rotated away from the loading space at least in the middle zone. 12. System according to any one of the preceding claims, wherein the sail is directly connected to at least every second to penultimate carriage in the series of upper and lower carriages. BE2016 / 5705 CM BE2016 / 5705 BE2016 / 5705 BE2016 / 5705 2016/5705 BE2016 / 5705 Connecting element