EP4276262A1 - Construction pourvue de profilé de cadre de tête - Google Patents

Construction pourvue de profilé de cadre de tête Download PDF

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Publication number
EP4276262A1
EP4276262A1 EP22172612.8A EP22172612A EP4276262A1 EP 4276262 A1 EP4276262 A1 EP 4276262A1 EP 22172612 A EP22172612 A EP 22172612A EP 4276262 A1 EP4276262 A1 EP 4276262A1
Authority
EP
European Patent Office
Prior art keywords
section
locking
rear wall
lock
head frame
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.)
Pending
Application number
EP22172612.8A
Other languages
German (de)
English (en)
Inventor
Reinhard Beelmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schmitz Cargobull AG
Original Assignee
Schmitz Cargobull AG
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Schmitz Cargobull AG filed Critical Schmitz Cargobull AG
Priority to EP22172612.8A priority Critical patent/EP4276262A1/fr
Publication of EP4276262A1 publication Critical patent/EP4276262A1/fr
Pending legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B79/00—Mounting or connecting vehicle locks or parts thereof
    • E05B79/02—Mounting of vehicle locks or parts thereof
    • E—FIXED CONSTRUCTIONS
    • E05—LOCKS; KEYS; WINDOW OR DOOR FITTINGS; SAFES
    • E05B—LOCKS; ACCESSORIES THEREFOR; HANDCUFFS
    • E05B83/00—Vehicle locks specially adapted for particular types of wing or vehicle
    • E05B83/02—Locks for railway freight-cars, freight containers or the like; Locks for the cargo compartments of commercial lorries, trucks or vans
    • E05B83/08—Locks for railway freight-cars, freight containers or the like; Locks for the cargo compartments of commercial lorries, trucks or vans with elongated bars for actuating the fastening means
    • E05B83/10—Rotary bars

Definitions

  • the invention relates to a structure of a commercial vehicle, in particular a truck, trailer or semi-trailer, with a rear wall frame and with at least one rear wall door which can be adjusted from an open position revealing a loading space to a closed position closing the loading space and back, the rear wall door having at least one locking rod for locking the Rear wall door in the closed position, wherein at least one head frame profile with at least one locking section is provided under the at least one rear wall door and that the locking section has at least one lock for positively locking the locking rod and / or at least one handle holder for holding a handle of the locking rod in the closed position the rear wall door carries.
  • tarpaulin structures are known which have at least one tarpaulin for closing at least one side and/or a roof of the tarpaulin structure. If a tarpaulin can be moved along a side wall, it is also called curtainsiders.
  • the side walls and roof are closed by solid walls.
  • An end wall is provided opposite the rear wall frame.
  • the side walls, the roof, the front wall and the rear wall doors are regularly formed from side wall panels, a roof panel, a front wall panel and door panels. If necessary, each of these panels has two structural cover layers, between which a core layer made of a foamed or extruded plastic is provided. The corresponding cover layers are assigned either to the surroundings of the box body or to the loading space.
  • cover layers point inwards or outwards.
  • Each cover layer can, if necessary, be designed in multiple layers and serves to stiffen the panels.
  • the cover layers therefore usually have at least one layer made of a metal and/or a fiber-reinforced plastic.
  • transport refrigeration machines In order to be able to control the temperature, in particular to cool, the loading space of the box bodies, so-called transport refrigeration machines are suspended on the end walls, which generate cooling air and blow it into the loading space of the refrigerated box body via a channel. At the same time, the transport refrigeration machines suck in air from the cargo space to cool the air and blow it back into the cargo space as cooling air.
  • the rear wall doors can be adjusted relative to the rear wall frame from a closed position in which the rear wall doors close the rear wall frame into an open position which releases the rear wall frame for loading and/or unloading the box body through the rear wall frame.
  • the rear wall doors are held pivotably via hinges on the side vertical bars of the rear wall frame.
  • the rear wall doors are therefore also referred to as wing doors.
  • receptacles are provided into which locking rods fixed to the rear wall doors can engage in a form-fitting manner in order to Lock the rear doors in the closed position to prevent unauthorized persons from accessing the cargo area.
  • the locking bars or the rear panel doors can be locked or secured with a lock for this purpose.
  • the corresponding recordings are also referred to as locks.
  • handles are provided on the locking rods below the rear wall door for adjusting the locking rods for locking and unlocking the rear wall doors. The handles can typically be held in a handle holder when the rear doors are in the closed position and the locking rods engage positively behind the locks, so that they cannot accidentally come loose.
  • ram buffers made of rubber or the like or ram buffers with spring elements are mounted on the back of the superstructure.
  • the ram buffers are intended to absorb forces when hitting an obstacle and absorb them through deformation.
  • the aim is to prevent other structures on the back of the superstructure from being plastically deformed in an undesirable manner, which could, for example, result in the rear wall doors with the locking rods no longer being able to be opened and/or locked properly.
  • the effort for assembling corresponding ram buffers, the costs of such ram buffers and/or the weight of corresponding ram buffers are not insignificant depending on the design of the ram buffers. There is therefore a need for further improvement in this regard.
  • the present invention is therefore based on the object of designing the structure mentioned at the beginning and previously explained in more detail in such a way to further develop the manufacturing effort, the costs and/or the weight of the structures can be reduced.
  • the head frame profile comprises at least one stop section arranged behind the locking section in relation to the structure for striking a rear obstacle and in that the stop section continues further in relation to the locking section of the head frame profile in the longitudinal direction of the structure protrudes at the rear as at least two thirds of the lock and/or as at least two thirds of the handle holder.
  • the invention has recognized that the use of ram buffers can be completely or at least partially dispensed with if a head frame profile is used, which itself already provides a kind of protective space for receiving the lock and/or the handle holder.
  • the head frame profile has at least one stop area, which is arranged behind the at least one locking section and is intended and designed to strike against an obstacle at the rear of the structure, such as a loading ramp, when the commercial vehicle carrying the structure is driven backwards.
  • the stop area backwards relative to the at least one locking area which carries the at least one lock and / or the at least one handle holder, the lock and / or the handle holder, if necessary, do not come into contact with the obstacle alone. Damage to the lock and/or the handle holder can thus be avoided because the lock and/or the handle holder are at least partially protected from accidental damage by hitting an obstacle backwards.
  • the stop section does not necessarily have to be arranged behind the lock and/or the handle holder in relation to the structure. It is then not necessarily a question of preventing the lock and/or the handle holder from hitting an obstacle. This should only be prevented or mitigated to this extent ensure that damage to the lock and/or handle bracket can be avoided under normal circumstances.
  • the lock and/or the handle holder can also protrude slightly backwards beyond the stop section in the longitudinal direction of the structure. This is, for example, acceptable to the extent that the lock and/or the handle holder is designed to be sufficiently stable.
  • the head frame profile as a whole or the structure are designed to be so elastic that the head frame profile as a whole or the structure deforms so reversibly in the event of a corresponding collision of the lock and / or the handle holder with an obstacle that the lock and /or the handle holder is not damaged.
  • the stop section can then come into contact with the obstacle in order to absorb and dissipate larger forces. It may therefore be sufficient if the stop section projects further backwards relative to the locking section of the head frame profile in the longitudinal direction of the structure than at least two thirds of the lock and/or as at least two thirds of the handle holder.
  • a ram buffer element can be provided to protect the head frame profile.
  • a rubber lip or the like can be provided on the stop section or pulled over the stop section. This prevents scratches and other unsightly damage to the head frame profile if necessary, even if these do not represent substantial and structural damage to the head frame profile.
  • the stop section also protects the at least one lock and/or the at least one handle holder because the at least one lock and/or the at least one handle holder are spaced further forward from the rubber lip or the like than from the stop section itself.
  • At least one lock and/or at least one handle holder offers advantages. In practice, however, it will often be preferred if at least two locks for at least two locking rods are provided on the head frame profile. Two doors can then be locked using locking bars on a head frame profile. In addition, it will often be preferred if a handle holder is assigned to the individual lock or to the multiple locks. Then, each locking bar or the only locking bar can be provided with a handle to easily handle the locking bar or the multiple locking bars.
  • the stop section projects further backwards than 70% of the lock and/or the handle holder relative to the locking section of the head frame profile in the longitudinal direction of the structure.
  • the at least one lock and/or the at least one handle section is even better protected from accidental damage. This applies all the more if the stop section protrudes further backwards than 80%, preferably even 90%, of the lock and/or the handle holder relative to the locking section of the head frame profile in the longitudinal direction of the structure.
  • the at least one lock and/or the at least one handle holder does not protrude rearwardly relative to the stop section in the longitudinal direction of the structure by more than 15 mm, preferably not more than 12 mm, in particular not more than 8 mm. It is particularly useful for protecting the at least one lock and/or the at least one handle holder if the lock and/or the Handle holder does not protrude backwards beyond the stop section in the longitudinal direction of the structure.
  • the head frame profile may alternatively or additionally be possible for the head frame profile to have at least two separate stop sections, which are arranged behind the locking section in relation to the structure, for striking rear obstacles.
  • the forces that occur in a rearward collision can then be absorbed and diverted by several stop sections.
  • the stop sections can each protrude further backwards relative to the locking section of the head frame profile in the longitudinal direction of the structure than two thirds, preferably 70%, more preferably 80%, in particular 90%, of the lock and / or the handle holder.
  • the at least one lock and/or the at least one handle section is expediently protected from undesirable damage in the event of a collision via the plurality of stop sections.
  • the at least one lock and/or the at least one handle holder can protrude rearward relative to the stop sections in the longitudinal direction of the structure by no more than 15 mm, preferably no more than 12 mm, in particular no more than 8 mm. It is particularly useful for protecting the at least one lock and/or the at least one handle holder if the lock and/or the handle holder does not protrude backwards beyond the stop sections in the longitudinal direction of the structure.
  • stop sections can be arranged distributed in the transverse direction of the structure and/or in the longitudinal direction of the head frame profile. If necessary, the stop sections extend at least partially over the entire width of the structure or the head frame profile and can therefore extend over the corresponding width even with one provide protection for the at least one lock and/or the at least one handle holder in the event of a rearward collision. This is particularly simple and practical even when the stop sections are arranged in a row one behind the other.
  • the at least one lock and/or the at least one handle holder can also be arranged both below at least one stop section and above at least one other stop section.
  • the at least one lock and/or the at least one handle holder is therefore at least partially surrounded by stop sections at the top and bottom, which increases protection against accidental damage.
  • the fact can be taken into account that the potential obstacles can be of different heights and with different contours. The head frame profile can then fulfill its function with very different obstacles.
  • stop sections provided above the lock and/or the handle holder are arranged in a row.
  • This row is preferably at least essentially horizontally aligned when the commercial vehicle stands on a horizontal and flat surface.
  • the stop sections provided below the lock and/or the handle holder can also be arranged in a row, in particular in a horizontally aligned row when the structure is horizontally aligned.
  • the series of stop sections extends transversely to the structure.
  • the at least one locking section is aligned at least flat and/or perpendicular to a loading floor of the loading space. This also serves for the structurally simple design of the head frame profile. In principle, it is also preferred if the locking section extends transversely to the structure. Same applies alternatively or additionally if the at least one stop section is aligned at least flat and/or perpendicular to a loading floor of the loading space. It is therefore particularly preferred if the locking section and the stop section are aligned parallel to one another and are arranged in different, spaced-apart planes in the longitudinal direction of the structure. In principle, it is also preferred if the series of stop sections extends transversely to the structure.
  • the head frame profile is designed in one piece. This also simplifies the assembly of the head frame profile. If the head frame profile is at least essentially made of steel, the head frame profile can be made inexpensively and also very rigid and yet sufficiently flexible.
  • the head frame profiles can be manufactured quickly and easily if the at least one locking section and the at least one stop section are machined from a flat steel product by rolling and/or folding.
  • the at least one locking section and the at least one stop section form two side legs of a U-shaped profile section, in particular a profile end section.
  • the corresponding U-shaped profile section is provided above the lock and/or the handle holder.
  • the at least one stop section is designed as a U-crossbar of a U-shaped profile section, in particular a profile end section.
  • the corresponding U-shaped profile section is provided under the lock and/or the handle holder.
  • the locking rod or each locking rod engages in a recess between two stop sections, provided the rear wall door is in the closed position.
  • the door can be easily swung open and closed again.
  • the stop sections can adequately protect the at least one lock, the at least one handle holder and/or the at least one locking bar when approaching an obstacle.
  • the structure is a box body, in particular a refrigerated box body.
  • the loading space of such bodies must still be able to be sealed tightly from a box body, in particular a refrigerated box body, even after a collision.
  • This requires that the rear panel doors can be completely closed. Damage to the at least one lock and/or to the at least one handle holder can prevent the corresponding rear wall door from completely closing.
  • the box body basically has fixed side walls, a fixed roof and fixed rear wall doors, the side walls each comprising a side wall panel, the roof a roof panel and the rear wall doors each comprising a door panel, the side wall panels, the roof panel and the door panels each comprising a structuring cargo space have an inner cover layer assigned to the box body, a structural outer cover layer assigned to the environment of the refrigerated box body and a core layer made of a foamed and / or extruded plastic arranged between the inner cover layer and the outer cover layer.
  • the refrigerated body 1 comprises an end wall 2 made of an end wall panel 3, a roof 4 made of a roof panel 5 and side walls 6 each made of a side wall panel 7.
  • a transport refrigeration machine 8 is provided on the end wall 2 for cooling the body using cooling air.
  • a rear wall 9 with a rear wall frame 10 is provided, in which two rear wall doors 11 are pivotally held via hinges 12, which are also formed by a door panel 13.
  • the rear wall doors 11 can be adjusted from a closed position provided in the rear wall frame 10 and closing a loading space 14 of the body 1 into an open position and back, releasing the loading space 14 for loading and unloading through the rear wall frame 10.
  • the rear wall doors 11 each have a locking rod 15 with which the corresponding rear wall door 11 can be held in a form-fitting manner on the rear wall frame 10.
  • the rear wall doors 11 are shown in the closed position, which prevents the loading space 14 from being loaded and/or unloaded by the rear wall frame 10.
  • the rear wall doors 11 are also locked in the closed position by means of locking rods 15 and are thus secured against accidental and/or unauthorized opening.
  • Each rear wall door 11 is assigned a single locking rod 15, in principle several locking rods 15 could also be assigned to a rear wall door 11. However, this involves additional design effort.
  • the rear wall doors 11 are shown in an open position laterally next to the side walls 6, so that the rear wall doors 11 enable loading and/or unloading of the loading space 14 through the rear wall frame 10.
  • each locking rod 15 is assigned a receptacle on an upper crossbar 16 and a lower head frame profile 17 for positive gripping behind by the respective locking rod 15 in the form of a lock 18 .
  • the locking rods 15 When the locking rods 15 are held in a form-fitting manner in the locks 18, they cannot be adjusted into an open position together with the rear wall door 11. To do this, the locking rods 15 must first be rotated about the longitudinal axis of the locking rods 15 using handles 19 provided below the rear wall doors 11.
  • the locking rods 15 are rotated again in the opposite direction, so that the locking rods 15 again pass positively behind the corresponding locks 18 on the upper cross member 16 and the lower head frame profile 17.
  • the handles 19 can then be held and/or fixed to handle holders 20 on the head frame profile 17.
  • FIGs. 3A-B is a detail of the rear wall 9 from the Fig. 2A-B in the area of the head frame profile 17 shown in a perspective view.
  • the head frame profile 17 is formed as a one-piece profile made from a flat steel product by forming, in particular edges, which extends transversely to the longitudinal extent of the structure 1.
  • the head frame profile 17 has a locking section 21 in a central area, on which the locks 18 and the handle holders 20 are fixed for cooperation with the locking rods 15 of the rear wall doors 11.
  • the locking section 21 extends transversely to the longitudinal direction of the structure 1 and is at least substantially vertically aligned when the commercial vehicle N is parked on a horizontal surface.
  • recesses 22 are provided through which the locking rods 15 can reach when the rear wall doors 11 are in the closed position.
  • the recesses 22 for receiving the locking rods 15 are designed to be open at the rear ends.
  • the illustrated and preferred recesses 22 are therefore U-shaped.
  • Fig. 4A-B is the detail of the Figs. 3A-B shown in sectional views along sectional planes in the longitudinal direction of the structure 1.
  • the cutting plane intersects a rear wall door 11 at the level of the locking rod 15.
  • the rear wall door 11 is open and therefore cannot be seen.
  • the cutting plane is selected so that, among other things, a lock 18 for the locking rod 15 and a handle holder 20 for a handle 19 of the locking rod 15 are shown.
  • a lock 18 for the locking rod 15 and a handle holder 20 for a handle 19 of the locking rod 15 are shown.
  • the head frame profile 17 a rear end of a floor 23 or at least floor area in the area of the rear wall frame 10 and is formed in one piece by forming from a flat product.
  • the head frame profile 17 is provided overall below a loading floor 24 of the loading space 14 for placing the load.
  • the rear end of the head frame profile 17 is at least essentially aligned with the rear end of the rear wall frame 10, the lower edge of which can be at least partially formed by the head frame profile 17.
  • the locking section 21 of the head frame profile 17 is therefore aligned flat and/or perpendicular to a loading floor 24 of the loading space 14 in the illustrated and therefore preferred structure 1.
  • the rear wall doors 11 are designed as door panels 13 and, in the closed position of the rear wall door 11, have an inner cover layer 25 pointing towards the loading space 14 and an outer cover layer 26 pointing outwards away from the loading space 14.
  • the cover layers 25,26 are structural cover layers 25,26, which can be designed in multiple layers and preferably comprise at least one layer made of a metal and/or a fiber-reinforced plastic to stiffen the rear wall door 11.
  • a core layer 27 made of a foamed and/or extruded plastic is provided between the inner cover layer 25 and the outer cover layer 26 in order to limit the heat conduction via the rear wall door 11.
  • a sealing element 28 is provided on the underside of the rear wall door 11.
  • the locking rod 15 is also partially accommodated between the inner cover layer 25 and the outer cover layer 26 in the rear wall door 11.
  • the locking section 21 is offset forward relative to several stop sections 29, 30 in the direction of the end wall 2 of the structure 1.
  • a stop section 29 extends under the locks 18 and handle holders 20 at the lower edge of the head frame profile 17.
  • This stop section 29 is formed by a U-shaped crossbar a U-shaped profile end section 31 is formed.
  • the legs of this U-shaped profile end section 31, which is open towards the front wall, extend approximately perpendicular to the locking section 21 and approximately perpendicular to the associated stop section 29. In this way, the stop section 29 is aligned approximately parallel to the locking section 21 and opposite the locking section 21 is set significantly further back, and is therefore clearly spaced from the locking section 21 in this direction.
  • stop sections 30 are provided above the locks 18 and the handle holders 20 of the locking section 21, several further stop sections 30 are provided. These stop sections 30 are spaced apart from one another by the recesses 22 for receiving the locking rods 15 when the rear wall doors 11 are closed. These stop sections 30 are arranged in a row one behind the other, which extends transversely to the longitudinal extent of the structure 1 and at least substantially horizontally.
  • the stop sections 30 are formed by an outer leg of a U-shaped profile end section 32 at the upper edge of the head frame profile 17.
  • the inner legs of these U-shaped profile end sections 32 are formed by the locking section 21.
  • the corresponding U-shaped profile end sections 32 are therefore open downwards, in particular in the direction of the locks 18 and/or the handle holders 20, and have an upper U-shaped crossbar which can be aligned approximately parallel to the loading floor 24.
  • the stop sections 29,30 are generally provided and arranged in such a way that the stop sections 29,30 can abut an obstacle when the body 1 is moved backwards.
  • the obstacle can be a loading ramp for loading and/or unloading the body 1.
  • the stop sections 29, 30 relieve the load on the locks 18 and the handle holders 20 on the locking area 21 of the head frame profile 17 if necessary.
  • all stop sections 29, 30 are approximately the same distance in the longitudinal direction of the structure 1 the locking section 21 towards the rear of the structure 1. In the illustrated and preferred structure 1, this distance A is between 60 mm and 45 mm, in particular approximately 30 mm.
  • This distance corresponds to approximately 85% of the maximum extent of the locks 18 in the longitudinal direction of the structure 1 and approximately 95% of the maximum extent of the handle holders 20 in the longitudinal direction of the structure 1.
  • the locks 18 and the handle holders 20 therefore protrude only slightly above the stop sections 29, 30 of the head frame profile 17 to the rear.
  • the locking section 21 deforms flexibly and therefore gives way slightly in the longitudinal direction of the structure 1.
  • the stop sections 29, 30 of the head frame profile 17 come into contact with the obstacle, so that the stop sections 29, 30 absorb the majority of the collision forces and release them into the floor 23 and/or a chassis of the structure 1 .
  • the locks 18 and the handle holders 20 are also designed to be stable enough so that a collision with an obstacle behind the structure 1 does not lead to significant damage and/or deformation of the locks 18 and/or the handle holders 20.

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  • Lock And Its Accessories (AREA)
EP22172612.8A 2022-05-10 2022-05-10 Construction pourvue de profilé de cadre de tête Pending EP4276262A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22172612.8A EP4276262A1 (fr) 2022-05-10 2022-05-10 Construction pourvue de profilé de cadre de tête

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP22172612.8A EP4276262A1 (fr) 2022-05-10 2022-05-10 Construction pourvue de profilé de cadre de tête

Publications (1)

Publication Number Publication Date
EP4276262A1 true EP4276262A1 (fr) 2023-11-15

Family

ID=81603628

Family Applications (1)

Application Number Title Priority Date Filing Date
EP22172612.8A Pending EP4276262A1 (fr) 2022-05-10 2022-05-10 Construction pourvue de profilé de cadre de tête

Country Status (1)

Country Link
EP (1) EP4276262A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2112490A1 (de) * 1970-03-16 1971-12-02 Eastern Co Tuerhaltevorrichtung
US4082330A (en) * 1976-10-08 1978-04-04 Mcwhorter Delmer L Door lock version
DE102012111146A1 (de) * 2012-11-20 2014-06-05 F. Hesterberg & Söhne Gmbh & Co. Kg Drehstangenverschluss, insbesondere für Schwenktüren von Kraftfahrzeugaufbauten

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2112490A1 (de) * 1970-03-16 1971-12-02 Eastern Co Tuerhaltevorrichtung
US4082330A (en) * 1976-10-08 1978-04-04 Mcwhorter Delmer L Door lock version
DE102012111146A1 (de) * 2012-11-20 2014-06-05 F. Hesterberg & Söhne Gmbh & Co. Kg Drehstangenverschluss, insbesondere für Schwenktüren von Kraftfahrzeugaufbauten

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