CA1181783A - Double-decker goods vehicle - Google Patents
Double-decker goods vehicleInfo
- Publication number
- CA1181783A CA1181783A CA000393102A CA393102A CA1181783A CA 1181783 A CA1181783 A CA 1181783A CA 000393102 A CA000393102 A CA 000393102A CA 393102 A CA393102 A CA 393102A CA 1181783 A CA1181783 A CA 1181783A
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- room
- vehicle according
- deck
- chassis
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 239000000725 suspension Substances 0.000 claims description 8
- 238000013016 damping Methods 0.000 claims description 5
- 230000008878 coupling Effects 0.000 claims description 4
- 238000010168 coupling process Methods 0.000 claims description 4
- 238000005859 coupling reaction Methods 0.000 claims description 4
- 235000004443 Ricinus communis Nutrition 0.000 description 6
- 229910000831 Steel Inorganic materials 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- CKPWHLGHHXSVJI-UHFFFAOYSA-N 3-fluoroethamphetamine Chemical compound CCNC(C)CC1=CC=CC(F)=C1 CKPWHLGHHXSVJI-UHFFFAOYSA-N 0.000 description 1
- 101150034533 ATIC gene Proteins 0.000 description 1
- 240000000528 Ricinus communis Species 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 235000013305 food Nutrition 0.000 description 1
- 235000013611 frozen food Nutrition 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D33/00—Superstructures for load-carrying vehicles
- B62D33/04—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains
- B62D33/042—Enclosed load compartments ; Frameworks for movable panels, tarpaulins or side curtains divided into compartments
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G5/00—Resilient suspensions for a set of tandem wheels or axles having interrelated movements
- B60G5/04—Resilient suspensions for a set of tandem wheels or axles having interrelated movements with two or more pivoted arms, the movements of which are resiliently interrelated, e.g. the arms being rigid
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60P—VEHICLES ADAPTED FOR LOAD TRANSPORTATION OR TO TRANSPORT, TO CARRY, OR TO COMPRISE SPECIAL LOADS OR OBJECTS
- B60P3/00—Vehicles adapted to transport, to carry or to comprise special loads or objects
- B60P3/20—Refrigerated goods vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Health & Medical Sciences (AREA)
- Public Health (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
- Loading Or Unloading Of Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A goods vehicle, e.g. the trailer of an articulated vehicle, has two loading decks. The upper deck extends over the entire useful length of the vehicle, while the lower deck is disposed at substantially the same height above the ground as the centers of the back wheels. The front portion of the lower deck is fitted with refrigerated compartments. By virtue of the way the lower deck is low slung, it is possible to have two loading decks each with man-sized head-room, and still drive the vehicle under most bridges. The invention is particularly applicable to transporting goods to supermarkets.
A goods vehicle, e.g. the trailer of an articulated vehicle, has two loading decks. The upper deck extends over the entire useful length of the vehicle, while the lower deck is disposed at substantially the same height above the ground as the centers of the back wheels. The front portion of the lower deck is fitted with refrigerated compartments. By virtue of the way the lower deck is low slung, it is possible to have two loading decks each with man-sized head-room, and still drive the vehicle under most bridges. The invention is particularly applicable to transporting goods to supermarkets.
Description
DOUB~E-DECK~R GOODS VE~lIC~E
~ he present invention relates to a vehicle -for transporting goods, and in particular goods loaded on pallets, or on castor-mounted trollies or containers, e.g. for supplying supermarkets or o-ther stores.
When goods for transport are loaded onto pallets, or onto castor trollies or contai~ers, the pallets or trollies cannot be stacked on -top of each other for transport in a vehicle, and so they are simply placed side by side on the floor of the transport vehicle. Generally speaking, loaded pallets or trollies on castors are not nearly as high as the availa~le loading space in the vehicle, resulting in only a small part of the vehicle's loading ~olume being used, and hence reducing transport profitability.
To remed~ this drawback, double-decker transport - vehicles have been proposed with two superposed loading decks.
HoweYer, the design and construction of such vehicles present several problems which have not all been resolved.
Thus, in order to run on the roads and pass under bridges, such vehicles must have an overall height that is less than some fixed value (usually about 4.3 meters). It has been observed that starting from a conventionally designed vehicle (e.g. an articulated trailer) whose overall height that is less than the said fixed value, and then adding an intermediate horizontal deck to provide two superposed loading levels, one obtains two levels neither of which has enough head-roo~ for people to mQve about freely or to receive normally loaded pallets or standard sized castor trollies (which are about 1.7 meters highJ, whence considerable difficulties in loading.
It has also been observed that in practice there is little point in providing a double-decker goods vehicle with two decks of differing head-room. Nor i9 there much point in using lightly loaasd pallets or trollies of reduced height to load a vehicle having two loading decks of reduced head-room;
this is because th,s loading itself is difficult and because of the need to have a stock of non-standard trollies or - ' ~
~ he present invention relates to a vehicle -for transporting goods, and in particular goods loaded on pallets, or on castor-mounted trollies or containers, e.g. for supplying supermarkets or o-ther stores.
When goods for transport are loaded onto pallets, or onto castor trollies or contai~ers, the pallets or trollies cannot be stacked on -top of each other for transport in a vehicle, and so they are simply placed side by side on the floor of the transport vehicle. Generally speaking, loaded pallets or trollies on castors are not nearly as high as the availa~le loading space in the vehicle, resulting in only a small part of the vehicle's loading ~olume being used, and hence reducing transport profitability.
To remed~ this drawback, double-decker transport - vehicles have been proposed with two superposed loading decks.
HoweYer, the design and construction of such vehicles present several problems which have not all been resolved.
Thus, in order to run on the roads and pass under bridges, such vehicles must have an overall height that is less than some fixed value (usually about 4.3 meters). It has been observed that starting from a conventionally designed vehicle (e.g. an articulated trailer) whose overall height that is less than the said fixed value, and then adding an intermediate horizontal deck to provide two superposed loading levels, one obtains two levels neither of which has enough head-roo~ for people to mQve about freely or to receive normally loaded pallets or standard sized castor trollies (which are about 1.7 meters highJ, whence considerable difficulties in loading.
It has also been observed that in practice there is little point in providing a double-decker goods vehicle with two decks of differing head-room. Nor i9 there much point in using lightly loaasd pallets or trollies of reduced height to load a vehicle having two loading decks of reduced head-room;
this is because th,s loading itself is difficult and because of the need to have a stock of non-standard trollies or - ' ~
- 2 - ~ 3 cont~linel-s .
Preferred embodiments of the present invention provide a goods vehicle, in particular a tr~iler for an articulated vehicle, which avoids the above-nlentioned drawbacks and consider-ably increases the profitability of transporting goods on palletsor on castor trollies or containers of standard height.
Preferred embodiments of the invention provide a double-decker goods ve!hicle, both of whose decks can receive normally loaded pallets and castor trollies or containers of standard size.
In accordance with the invention there is provided a double-decker goods vehicle co~rising a chassis, superposed upper and Lower loading decks, a roof above ~he upper loading deck, side walls and at least back wheels, each of the back wheels being connected ~o the chassis by an independent wheel arm which is mounted to pivot about a horizonatal shaft mounted on the chassis and which i~; associated with suspension and damping means provided between said arm and the chassis, the upper deck having constant head-room extending over substantially the entire loadable length of the vehicle, the lower deck being disposed at substantially the same height above the ground as the centers of the back wheels, both of said loading decks having substantially the same useable head-room of about 1.75 meters and the overall outside height of the vehicle being less than 4.30 meters and being equal to about 4.2 meters.
Preferably, t:he chassis comprises at least one ~preferably two~ centra] longitudinal beams associated with cross-members spanning t:he entire width of the vehicle, except in between the wheel arches of the back wheels. Said wheel arms may be rotatably mounted on some of said cross-members, or on the longitudinal beams.
This arrangemerlt of thc .vehicle ch'assis makes it possible to brlng the lower deck closer to the ground, and hence reduce the overall height of the vehicle for a given head-room above the decks.
An embodiment of the inven-tion is described by way of example with refe~rence to the accompanying drawings in which:
~ igure 1 is a diagrammatic eleva-tion of a vehicle embodying the in~ention;
- 10 Figure 2 is a partial diagrammatic elevation showing the suspension o~ the back wheels; and ~ igure ~ is a plan view of the portion of the vehicle shown in ~igure 2.
.
Figure 1 shows an articulated vehicle comprising a trailer 10 with a raised front portion 11 for coupling to a tractor 12 in conventional manner.
The back of the trailer 10 has doors 13 which extend over the full height of the vehicle, i.e. between a lower loading deck 15 and a roof. The doors may be double folding doors7 or a roll-up door, etc., and a fold-up lifting platform 14 is provided for raising pallets or castor trollies or containers from ground level upto one of two loading decks in the trailer 10. The platform 14 can also be used for stacking 2~ pallets. In an a'lternative constructionp the back opening could be closed in part by the platform 14 in its folded up position, and in part by a fold-down flap folding down from the roof~
The lower loading deck 15 is mounted on a chassis ~0 (see Figures 2 and ~) of the trailer 10 and extends from the back of the vehic:Le up to the vicinity of its raised front portion 11. The width of the lower deck 15 at floor level is slightly reduced in between arches 16 for the back wheels. A
second, or upper, loading deck 17 i~ located half way up the trailer 10 and ex1;ends over its entire length. l'here is a loading volume of reduced head-room in the front portion of the trailer 10, situa1;ed in between the upper deck '17 and the ~ 3~
raised front portion 11. This volume of reauced head-room is arranged in the form of one or more compartments 18, and preferably in the form of three refro~erated compartments for transporting frozen foods, or fresh food tha-t needæ keeping cool. The compartments 18 are provided wi-th side doors 19 :Eor access from either side of the trailer.
A ~cfrlqerat~r unit 20 is mounted on the front of the trailer 10, subs-tantially at the same level as the r~rïgeratea compartments 18, and is arranged to be powered either from the tractor 12, or from an electricity generator set 21 mounted at t;he upper front end of the trailer. It is also possible to arrange for the re~ri~rator unit 20 to be directly connectab]e to a mains power point.
~ikewise, the lift platform 14 is powered by the generator set 21 OI' by any other appropriate means.
The loading decks 15 and 17 are made up o-f steel sheets surrounded by sheet steel kicking boards occupying a certain height from the loading deck. The inside surfaces o~
the side walls of t;he trailer are fitted wi-th a system of horizontal rails having wheeled or slidable runners mounted thereon. Ihe runners are ~itted with means for locking them to the rails and they have straps for stowing the goods during transport.
'rhe overall height of the trailer 10 above the ground is 4?0 meters, andi the useable head-room in each loading volume above the decks 15 and 17 is about 1.75 meters, thereby leaving room for a man to move upright and to load castor-mounted trollies and containers of standard size, i.e~ about 1.70 meters high. In the example shown in ~igure 1, the trailer 10 is 13 meters long overall and can transport a useful load of 23 tonnes (i.e. metric tons) for a total laden weight of 32 tonnes.
Reference is now made to ~igures 2 and 3, which show the connection between the back wheels and the chassis in diagrammatic form, together with a portion o-f the chassis structure.
Ihe main components of the vehicle chassis--30 are two central longitudinal beams 31, e.g. I-section béamsJ which run parallel to the longitudinal axis 32 o~ the vehicle and which are a few -tens of cen-timeters apar-t from each o-ther. The longitudinal beams 31 extend horizontally over the entire length o~ the lower deck 15, i.e. from the back o~ the vehicle upto the raised front portion 11. Two cen-tral longitudinal beams are also pro~ided in the raised fron-t por-tion 11, extending horizontally ~rom the ~ront o~ the trailer 10 to the back of the raised front portion 11.
~he chassis 30 ~urther includes horizontal cross members (only one of which 33 is visible in Figure 3) which are supported by the longitudinal beams and which extend over the entire width o~ the vehicle except ~or -the portion in between the wheel arches 1ti. In a preferred embodiment of the vehicle, the cross ~embers (e.g. 33) pass through the central beams 30.
In the example shown, the vehicle has four back wheels 34, each mounted on an independant wheel arm 35. ~ach wheel arm 35 is pivoted about a horizontal sha~t 36 fixed to the chassis 30 and is free to move in a substantially vertical plane parallel to tihe longitudinal axis 32 of the vehicle. ~or example, the front end of each arm may be mounted to pivot about the shaft 36 held in a fork 37 itself mounted on one of the cross members (e.g.33) and/or one of the beams 31. In conventional manneI, the back end of each wheel arm 35 bears a horizontal spindle 38 on which one of the wheels 34 is mounted to rotate.
Suspension means 40 are mounted between the back end of each wheel arm 55 and the chassis 30. The suspension means 40 include damping means, preferably of the pneumatic or hydro-pne~atic type, and advantageously the suspension and dampingmeans are arranged to be o~ a controlled adjustable heigh-t so that the chassis 3t) can be kept at a constant height above the ground both when loaded and when empty.
~he use of independant wheel arms 35 and suspension and damping means ~0 makes it possible to do without the transversal axles -that pass undernea-th the chassis o~ a conventional trailer -to support its back wheels. The present cha~3sis 30 can -thus be at a lower level between the back wheel~3 34, and it i~3 fea~3:ible -for it to be lowered down to substantially the Level o:E the axes about the wheels rotate, or under this level, thereby enabling the overall height of the vehicle above l:he ground-to be reduced.
Preferred embodiments of the present invention provide a goods vehicle, in particular a tr~iler for an articulated vehicle, which avoids the above-nlentioned drawbacks and consider-ably increases the profitability of transporting goods on palletsor on castor trollies or containers of standard height.
Preferred embodiments of the invention provide a double-decker goods ve!hicle, both of whose decks can receive normally loaded pallets and castor trollies or containers of standard size.
In accordance with the invention there is provided a double-decker goods vehicle co~rising a chassis, superposed upper and Lower loading decks, a roof above ~he upper loading deck, side walls and at least back wheels, each of the back wheels being connected ~o the chassis by an independent wheel arm which is mounted to pivot about a horizonatal shaft mounted on the chassis and which i~; associated with suspension and damping means provided between said arm and the chassis, the upper deck having constant head-room extending over substantially the entire loadable length of the vehicle, the lower deck being disposed at substantially the same height above the ground as the centers of the back wheels, both of said loading decks having substantially the same useable head-room of about 1.75 meters and the overall outside height of the vehicle being less than 4.30 meters and being equal to about 4.2 meters.
Preferably, t:he chassis comprises at least one ~preferably two~ centra] longitudinal beams associated with cross-members spanning t:he entire width of the vehicle, except in between the wheel arches of the back wheels. Said wheel arms may be rotatably mounted on some of said cross-members, or on the longitudinal beams.
This arrangemerlt of thc .vehicle ch'assis makes it possible to brlng the lower deck closer to the ground, and hence reduce the overall height of the vehicle for a given head-room above the decks.
An embodiment of the inven-tion is described by way of example with refe~rence to the accompanying drawings in which:
~ igure 1 is a diagrammatic eleva-tion of a vehicle embodying the in~ention;
- 10 Figure 2 is a partial diagrammatic elevation showing the suspension o~ the back wheels; and ~ igure ~ is a plan view of the portion of the vehicle shown in ~igure 2.
.
Figure 1 shows an articulated vehicle comprising a trailer 10 with a raised front portion 11 for coupling to a tractor 12 in conventional manner.
The back of the trailer 10 has doors 13 which extend over the full height of the vehicle, i.e. between a lower loading deck 15 and a roof. The doors may be double folding doors7 or a roll-up door, etc., and a fold-up lifting platform 14 is provided for raising pallets or castor trollies or containers from ground level upto one of two loading decks in the trailer 10. The platform 14 can also be used for stacking 2~ pallets. In an a'lternative constructionp the back opening could be closed in part by the platform 14 in its folded up position, and in part by a fold-down flap folding down from the roof~
The lower loading deck 15 is mounted on a chassis ~0 (see Figures 2 and ~) of the trailer 10 and extends from the back of the vehic:Le up to the vicinity of its raised front portion 11. The width of the lower deck 15 at floor level is slightly reduced in between arches 16 for the back wheels. A
second, or upper, loading deck 17 i~ located half way up the trailer 10 and ex1;ends over its entire length. l'here is a loading volume of reduced head-room in the front portion of the trailer 10, situa1;ed in between the upper deck '17 and the ~ 3~
raised front portion 11. This volume of reauced head-room is arranged in the form of one or more compartments 18, and preferably in the form of three refro~erated compartments for transporting frozen foods, or fresh food tha-t needæ keeping cool. The compartments 18 are provided wi-th side doors 19 :Eor access from either side of the trailer.
A ~cfrlqerat~r unit 20 is mounted on the front of the trailer 10, subs-tantially at the same level as the r~rïgeratea compartments 18, and is arranged to be powered either from the tractor 12, or from an electricity generator set 21 mounted at t;he upper front end of the trailer. It is also possible to arrange for the re~ri~rator unit 20 to be directly connectab]e to a mains power point.
~ikewise, the lift platform 14 is powered by the generator set 21 OI' by any other appropriate means.
The loading decks 15 and 17 are made up o-f steel sheets surrounded by sheet steel kicking boards occupying a certain height from the loading deck. The inside surfaces o~
the side walls of t;he trailer are fitted wi-th a system of horizontal rails having wheeled or slidable runners mounted thereon. Ihe runners are ~itted with means for locking them to the rails and they have straps for stowing the goods during transport.
'rhe overall height of the trailer 10 above the ground is 4?0 meters, andi the useable head-room in each loading volume above the decks 15 and 17 is about 1.75 meters, thereby leaving room for a man to move upright and to load castor-mounted trollies and containers of standard size, i.e~ about 1.70 meters high. In the example shown in ~igure 1, the trailer 10 is 13 meters long overall and can transport a useful load of 23 tonnes (i.e. metric tons) for a total laden weight of 32 tonnes.
Reference is now made to ~igures 2 and 3, which show the connection between the back wheels and the chassis in diagrammatic form, together with a portion o-f the chassis structure.
Ihe main components of the vehicle chassis--30 are two central longitudinal beams 31, e.g. I-section béamsJ which run parallel to the longitudinal axis 32 o~ the vehicle and which are a few -tens of cen-timeters apar-t from each o-ther. The longitudinal beams 31 extend horizontally over the entire length o~ the lower deck 15, i.e. from the back o~ the vehicle upto the raised front portion 11. Two cen-tral longitudinal beams are also pro~ided in the raised fron-t por-tion 11, extending horizontally ~rom the ~ront o~ the trailer 10 to the back of the raised front portion 11.
~he chassis 30 ~urther includes horizontal cross members (only one of which 33 is visible in Figure 3) which are supported by the longitudinal beams and which extend over the entire width o~ the vehicle except ~or -the portion in between the wheel arches 1ti. In a preferred embodiment of the vehicle, the cross ~embers (e.g. 33) pass through the central beams 30.
In the example shown, the vehicle has four back wheels 34, each mounted on an independant wheel arm 35. ~ach wheel arm 35 is pivoted about a horizontal sha~t 36 fixed to the chassis 30 and is free to move in a substantially vertical plane parallel to tihe longitudinal axis 32 of the vehicle. ~or example, the front end of each arm may be mounted to pivot about the shaft 36 held in a fork 37 itself mounted on one of the cross members (e.g.33) and/or one of the beams 31. In conventional manneI, the back end of each wheel arm 35 bears a horizontal spindle 38 on which one of the wheels 34 is mounted to rotate.
Suspension means 40 are mounted between the back end of each wheel arm 55 and the chassis 30. The suspension means 40 include damping means, preferably of the pneumatic or hydro-pne~atic type, and advantageously the suspension and dampingmeans are arranged to be o~ a controlled adjustable heigh-t so that the chassis 3t) can be kept at a constant height above the ground both when loaded and when empty.
~he use of independant wheel arms 35 and suspension and damping means ~0 makes it possible to do without the transversal axles -that pass undernea-th the chassis o~ a conventional trailer -to support its back wheels. The present cha~3sis 30 can -thus be at a lower level between the back wheel~3 34, and it i~3 fea~3:ible -for it to be lowered down to substantially the Level o:E the axes about the wheels rotate, or under this level, thereby enabling the overall height of the vehicle above l:he ground-to be reduced.
Claims (12)
PROPERTY IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A double-decker goods vehicle comrising a chassis, superposed upper and lower loading decks, a roof above the upper loading deck, side walls and at least back wheels, each of the back wheels being connected to the chassis by an independent wheel arm which is mounted to pivot about a horizonatal shaft mounted on the chassis and which is associated with suspension and damping means provided between said arm and the chassis, the upper deck having constant head-room extending over substantially the entire loadable length of the vehicle, the lower deck being disposed at substantially the same height above the ground as the centers of the back wheels, both of said loading decks having substantially the same useable head-room of about 1.75 meters and the overall outside height of the vehicle being less than 4.30 meters and being equal to about 4.2 meters.
2. A vehicle according to claim 1, wherein the chassis suspension and damping means is of the pneumatic or hydro-pneumatic type.
3. A vehicle according to claim 1, wherein the chassis comprises at least one, and preferably two, central longitudinal beams, associated with cross members extending over the entire width of the vehicle, except in between the back wheels.
4. A vehicle according to claim 2, wherein the chassis comprises at least one, and preferably two, central longitudinal beams, associated with cross members extending over the entire width of the vehicle, except in between the back wheels.
5. A vehicle according to claim 4, wherein said wheel arms are pivoted on particular ones of said cross members.
6. A vehicle according to any one of claims 1 to 3, wherein said vehicle is a trailer for an articulated vehicle, and has a raised front portion for coupling to a tractor, wherein the trailer includes a transport volume of reduced head-room between its raised front portion and the upper deck, said reduced head-room volume being arranged in the form of at least one enclosed compartment, separate from the loading volumes above the upper and lower decks.
7. A vehicle according to any one of claims 1 to 3, wherein said vehicle is a trailer for an articulated vehicle, and has a raised front portion for coupling to a tractor, wherein the trailer includes a transport volume of reduced head-room between its raised front portion and the upper deck, said reduced head-room volume being arranged in the form of at least one enclosed compartment, separate from the loading volumes above the upper and lower decks, and wherein the said enclosed compartment is refrigerated.
8. A vehicle according to any one of claims 1 to 3, wherein said vehicle is a trailer for an articulated vehicle, and has a raised front portion for coupling to a tractor, wherein the trailer includes a transport volume of reduced head-room between its raised front portion and the upper deck, said reduced head-room volume being arranged in the form of at least one enclosed compartment, separate from the loading volumes above the upper and lower decks, and wherein the or each of said enclosed compartments is provided with access doors providing access thereto through the side wall of the vehicle.
9. A vehicle according to any one of claims 1 to 3, provided with a lifting platform and back doors that open over the entire height between the lower deck and the roof.
10. A vehicle according to any one of claims 1 to 3, provided with a fold-up lifting platform that serves as a door over a lower portion of the back of the vehicle, and a fold-down flap that serves as a door over the remaining upper portion of the back of the vehicle.
11. A vehicle according to any one of claims 1 to 3, comprising means for stowing goods during transport said means comprising a system of horizontal rails mounted along the inside of the vehicle walls with runners that are movable along the rail and lockable in position thereon, said runners being provided with goods-stowage straps.
12. A vehicle according to any one of claims 1 to 3, wherein the lower loading deck extends over at least a part of said loadable length from and including the rear end of the vehicle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| FR808027599A FR2497168B1 (en) | 1980-12-26 | 1980-12-26 | VEHICLE FOR THE TRANSPORT OF GOODS |
| FR8027599 | 1980-12-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1181783A true CA1181783A (en) | 1985-01-29 |
Family
ID=9249526
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000393102A Expired CA1181783A (en) | 1980-12-26 | 1981-12-23 | Double-decker goods vehicle |
Country Status (15)
| Country | Link |
|---|---|
| JP (2) | JPS57186586A (en) |
| AU (1) | AU541706B2 (en) |
| BE (1) | BE891593A (en) |
| BR (1) | BR8108393A (en) |
| CA (1) | CA1181783A (en) |
| CH (1) | CH644071A5 (en) |
| DE (1) | DE3150850A1 (en) |
| ES (1) | ES508335A0 (en) |
| FR (1) | FR2497168B1 (en) |
| GB (1) | GB2090798B (en) |
| GR (1) | GR77324B (en) |
| IT (1) | IT1145610B (en) |
| MX (1) | MX153610A (en) |
| NL (1) | NL8105857A (en) |
| PT (1) | PT74201B (en) |
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| GB2172873B (en) * | 1985-03-21 | 1988-04-07 | Tidd Strongbox Ltd | Vehicle body |
| GB8629230D0 (en) * | 1986-12-06 | 1987-01-14 | Wilson Double Deck Trailers | Road vehicle |
| US4898418A (en) * | 1988-03-02 | 1990-02-06 | Robert C. Lind, Sr. | Tri level refrigerated trailer |
| US4878691A (en) * | 1988-03-23 | 1989-11-07 | Dbx Corporation | Trailer suspension apparatus |
| US6174022B1 (en) * | 1999-06-09 | 2001-01-16 | Ronald W. Ashcroft | Elongated cargo opening in cargo van side wall |
| DE102004023693A1 (en) * | 2004-01-23 | 2005-09-01 | Ulrich Stange | Truck for transporting large number of containers has tractor vehicle and trailer with wheels and load space that accommodates more than 64, preferably more than 68, elements with dimensions of 1m long, 1.2 m wide and 1,17 m high |
| BRMU9100176U2 (en) * | 2011-02-08 | 2014-02-25 | Heberson Cosso | INDEPENDENT, AXLESS SUSPENSION SUSPENSION MULTI-USE SYSTEM |
| GB2488447B (en) * | 2012-03-12 | 2013-02-06 | Alan Lindfield Ltd | Trailer |
| GB2494023B (en) * | 2012-03-12 | 2013-07-17 | Alan Lindfield Ltd | Trailer |
| BE1020830A5 (en) * | 2013-03-26 | 2014-05-06 | Hool Nv Van | TROLLEY AND METHOD FOR SECURING HANGED GOODS HEREIN. |
| CN104443034B (en) * | 2014-10-15 | 2017-03-08 | 杭州汤氏物流有限公司 | A kind of container car middle girder and the attachment structure of buttress brace |
| GB2573038B (en) * | 2019-02-15 | 2020-06-03 | Gray And Adams Ltd | A trailer for a heavy goods vehicle and method of manufacture |
| CN112298368A (en) * | 2019-07-28 | 2021-02-02 | 晟通科技集团有限公司 | Van-type semi-trailer |
| JP2022109419A (en) * | 2021-01-15 | 2022-07-28 | 東レ株式会社 | Textile |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2521727A (en) * | 1945-08-07 | 1950-09-12 | John W Kappen | Material handling apparatus |
| FR1026864A (en) * | 1950-09-16 | 1953-05-05 | Pion Freres | Refrigerated vehicle |
| FR1353904A (en) * | 1963-04-18 | 1964-02-28 | Handling device for vehicles | |
| US3359752A (en) * | 1965-09-03 | 1967-12-26 | Lester L Westling | Refrigerated containerized cargo transport system and container therefor |
| GB1342084A (en) * | 1970-03-26 | 1973-12-25 | Dixon Bate | Vehicles |
| DE2206442A1 (en) * | 1972-02-11 | 1973-08-16 | Blumhardt Fa C | VEHICLE |
| US3897971A (en) * | 1974-06-17 | 1975-08-05 | Ddt Inc | Trailer installation |
| DE2540189A1 (en) * | 1975-09-10 | 1977-03-24 | Karosseriewerk Heinrich Meyer | Articulated trailer with double stack floor - with lower floor at axle height for max. capacity and front end raised |
| US4043569A (en) * | 1976-03-29 | 1977-08-23 | Pepsico Inc. | Transport vehicle |
-
1980
- 1980-12-26 FR FR808027599A patent/FR2497168B1/en not_active Expired
-
1981
- 1981-12-21 GR GR66873A patent/GR77324B/el unknown
- 1981-12-22 BE BE6/47573A patent/BE891593A/en not_active IP Right Cessation
- 1981-12-22 AU AU78783/81A patent/AU541706B2/en not_active Expired
- 1981-12-22 CH CH819381A patent/CH644071A5/en not_active IP Right Cessation
- 1981-12-22 DE DE19813150850 patent/DE3150850A1/en active Granted
- 1981-12-23 GB GB8138747A patent/GB2090798B/en not_active Expired
- 1981-12-23 IT IT68669/81A patent/IT1145610B/en active
- 1981-12-23 CA CA000393102A patent/CA1181783A/en not_active Expired
- 1981-12-23 BR BR8108393A patent/BR8108393A/en not_active IP Right Cessation
- 1981-12-23 PT PT74201A patent/PT74201B/en unknown
- 1981-12-23 ES ES508335A patent/ES508335A0/en active Granted
- 1981-12-24 NL NL8105857A patent/NL8105857A/en active Search and Examination
- 1981-12-26 JP JP56216132A patent/JPS57186586A/en active Pending
-
1982
- 1982-01-04 MX MX190768A patent/MX153610A/en unknown
-
1984
- 1984-04-05 JP JP1984050688U patent/JPS59177564U/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| MX153610A (en) | 1986-12-03 |
| PT74201A (en) | 1982-01-01 |
| GB2090798A (en) | 1982-07-21 |
| FR2497168A1 (en) | 1982-07-02 |
| PT74201B (en) | 1983-06-28 |
| GB2090798B (en) | 1984-10-24 |
| ES8301160A1 (en) | 1982-12-01 |
| BE891593A (en) | 1982-06-22 |
| DE3150850C2 (en) | 1988-06-23 |
| AU7878381A (en) | 1982-07-15 |
| IT1145610B (en) | 1986-11-05 |
| DE3150850A1 (en) | 1982-08-12 |
| BR8108393A (en) | 1982-10-13 |
| GR77324B (en) | 1984-09-11 |
| NL8105857A (en) | 1982-07-16 |
| JPS59177564U (en) | 1984-11-27 |
| FR2497168B1 (en) | 1985-07-26 |
| ES508335A0 (en) | 1982-12-01 |
| IT8168669A0 (en) | 1981-12-23 |
| JPS57186586A (en) | 1982-11-17 |
| CH644071A5 (en) | 1984-07-13 |
| AU541706B2 (en) | 1985-01-17 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |