SE525882C2 - Load exchanger frame is for container on lorry or trailer for elongated piece goods which has load exchanger, this in addition to transport of heavy loose material, such as scrap iron - Google Patents

Abstract

The load exchanger frame (4') is for a container on a lorry or trailer for elongated piece goods which has a load exchanger, this in addition to the transport of heavy loose material, such as scrap iron. It has two longitudinal beams (2',7a) on one of the longitudinal sides, the second longitudinal side having a bottom (1') on the container for transport of long piece goods. The openings on the load container are outwardly directed to the loading side for the transport of piece goods.

Description

0 ocg; On! 10 15 20 25 30 5 2 5 a: s 2 5: 5. '; ==. -j: = 2 The demountable includes a hook or hook attached to the front of the demountable platform. The attachment itself is usually made in a transverse tubular fastening device which is slightly bent and is welded in two beams. Such a fastening device is often referred to as a pull-on loop.

The demountable platform usually comprises a pair of wheels or other type of rollers located on the underside and far back of the demountable platform. This is so that the rear part of the demountable platform will roll on the ground at the time of loading. At the time of loading, the swap body is usually filled with the loose goods, such as scrap, which is intended to be transported. When unloading, a common unloading method is to open the rear cargo hatches and, with the help of a tipping mechanism on the truck, tip out the loose goods.

The mentioned type of demountable platform is of a strong construction which usually has two longitudinally strong beams on the underside, swung up on the front of the demountable platform. A number of smaller, stronger beams are periodically placed vertically on the longitudinal sides of the demountable platform. These beams are usually 4-8 in number. An alternative name for such a beam is ribs. The inside of the demountable platform is covered with sheet metal. On the underside of the demountable platform there are a number of smaller beams placed closest to the bottom plate with direction from one long side to the other long side, the already mentioned longitudinal strong beams are attached to these smaller beams. The upper part of the demountable platform which forms the end towards the opening is typically reinforced e.g. in the form of a beam or lintel. A demountable truck that is intended for loading and transporting scrap is subjected to strong stresses in the form of blows and sharp objects that strike plates during loading and unloading. Examples of objects that are transported are plates with weights of n o) nu olio nu I I 0 o n 0 I !! I o Ita tion oc; 0 o O 0 0 too on oc nio 10 15 20 25 30 525 882 5353; 3 hundred kilos. A fully loaded demountable truck can have a total weight of 20 tonnes.

When transporting heavy goods, such as scrap, to a certain facility, the haulier has a need to be able to transport other goods in the other direction. A problem with the above-mentioned type of demountable platform is that it is difficult to efficiently load with another type of load. It is not practically possible to load long piece goods such as long steel blanks or sawn wood products. By long piece goods is meant goods that are longer than 2.6 meters. A forklift is usually used for this type of loading. A forklift truck is considerably more efficient to use when loading than, for example, a crane or traverse. But a forklift truck cannot load the above type of demountable truck as it has closed sides and is only open upwards and possibly also backwards. Even if there are cargo hatches at the rear, it is not in practice possible to effectively load substances that are longer than the short side of the demountable platform or container.

There are special problems in transport systems where deliveries of loose goods, such as scrap, take place repeatedly from a starting point to a given destination. The more heavy vehicles, e.g. trucks, which have empty returns, the less efficient the transport system. The more heavy vehicles that have empty returns, the greater the load on the environment, which is caused, among other things, by carbon dioxide emissions from trucks with empty returns. This is due to the fact that other trucks carry the long piece goods, than those that go with empty returns after transporting loose goods. o 00 00 0000 II I I I I I I 0 000 0 0 000 0000 010 I I I I I I 000 00 00 000 10 15 20 25 30 0 o 525 UU2 y¶¶ :: fl a sv¶. fi4 4 There are so-called return cargo swap bodies, also called return cargo containers. These can transport e.g. chips or grain in one direction and pallet goods in the other direction. They are designed similar to the above demountable flatbed with the difference that they have fully or partially openable sides, which makes it possible for a forklift to load long piece goods.

The sides can be opened with the help of openable doors or folding doors. A remaining problem with this type of demountable truck is that it is not suitable and is not used to load or transport heavy and bulky goods such as recycled materials or scrap.

The sides of such a container do not have the strength and durability required to be able to repeatedly load scrap, for example by means of a port crane.

Certain types of loose goods place special demands on the cargo container. When transporting sludge or wet material, such as environmentally hazardous waste, it is required that the swap body or container is tight. A demountable truck or container for that purpose therefore has fixed sides, as well as a usually fixed rear side.

This type of demountable truck or container must be loaded from above, e.g. by means of a crane or by a loader with a bucket. A problem with this type of demountable truck or container is that it cannot be loaded from the side by truck. It is therefore not possible to effectively load piece goods such as. machines, other equipment or long wood products. A haulage company with this type of demountable truck or container has great difficulty in finding suitable return loads.

Oslo 0 000 O uno OO 00 UI 0000 00 D 0 0 I 0 0 000 I 0 000 Iløo I 0 III on nu uno 10 15 20 25 30 '§ (\: 00' 90.0 '.c 31 .: .nu un: BACKGROUND OF THE INVENTION The present invention relates to solving the above problems and other similar problems.The object of the invention is to provide a demountable frame which is reversible and intended as a load-bearing structure. to a cargo container for the transport of long piece goods which is loaded from the side on vehicles which have a load changer, this in addition to the usual transport of loose goods which is loaded from above.

The more detailed features of the invention appear from the claims.

A demountable frame according to the invention is intended for transporting goods on heavy vehicles, and comprises a first longitudinal side provided with two longitudinal beams intended as the bottom of the demountable frame when loading loose goods, a second longitudinal side comprising two longitudinal beams making the second longitudinal side intended as the bottom of the demountable frame when transporting general cargo, whereby the opening of a cargo container, which comprises the demountable frame, is intended to be directed to the side when loading long general cargo.

An advantage of the present invention is that in one and the same load container which comprises the load changer frame, it not only enables transport in one direction of transport of loose goods which require fixed sides of the load container. But in addition, the invention enables the transport of long piece goods in the opposite transport direction where piece goods are loaded from the side in an efficient manner. ancnon 0 00 00 0000 O O I ICO OÛIO ICO 0 0 00 000 10 15 20 25 30 - r: ° '.: ".'.:.: š" .š0 ': šgzošøošš =. A further object of the invention is to produce a transport system comprising a plurality of demountable frames and a plurality of vehicles.

Another advantage of the present invention is that it enables more cost-effective transport systems and reduces the total amount of carbon dioxide emissions where the transport of loose goods, such as scrap or sludge, and the transport of long-haul goods are included.

DESCRIPTION OF FIGURES The invention is explained in more detail with reference to the accompanying figures, where Figure 1a shows an example of a demountable frame according to the invention.

Figure 1b shows the same example of a demountable frame as in figure 1a but seen from the front.

Figure 2 shows an overview of a load container, comprising a load changer frame according to the invention, resting on its first side.

Figure 3 is an overview of a load container, comprising a gear changer frame according to the invention, without rear doors mounted.

Figure 4 shows an example of a load container, comprising a load changer frame according to the invention, resting on its other side and with the opening directed to the side. con-oo o 00 00 0000 0000 I OO ID O 000 0 0 000 0000 000 0 0 0 0 0 0 00 00 000 000 10 15 20 25 30 0 0 00 000000 0 0 0 000 0 OO 00 On (JU .., - "1-, voc- 0 ÜCÖI Q Û 25 IOIIIQ II Û U IQ CI C IÛI.

DESCRIPTION OF EMBODIMENTS A demountable frame according to the invention is constructed with double frames connected at a substantially 90 degree angle. This is shown schematically in Figure 1a. This means that the demountable frame differs significantly from previously known demountable frames. The double bottom frames are referred to as longitudinal side 1 'and longitudinal side 2'. Figure 1a further shows that a demountable frame 4 'in a preferred embodiment comprises the first longitudinal side 1' with two longitudinal beams 7a, 7b. Figure 1a shows that also the demountable frame 4 'second longitudinal side 2' comprises two longitudinal beams 8a, 8b. The said longitudinal beams 7a, 7b, 8a, 8b have a function as sliding rails when a superstructure as a load container 4 is pulled on a heavy vehicle with a load changer. The longitudinal beams 7a, 7b, 8a, 8b can also have the task of ensuring during transport of a superstructure as a load container 4 that the load container does not tip over. On the load changer there are typically grooves or paths in which the 7b, 8b are intended to run at the longitudinal beams 7a, 8a, and the unloading of such a load container.

Figure 1a further shows that in one embodiment the beam pair 7a, 7b for the first longitudinal side 1 'are connected by means of one or more crossbeams 16. The beam pair Ba, 8b for the second longitudinal side 2' is joined by means of one or more crossbeams The front end of the supporting beams 7a, 7b in the first longitudinal side 1 'is connected to the front end of the supporting beams 8a, 8b in the second longitudinal side 2', by means of at least four connecting beams 19, 20, 21, 22. 0 00 -00000 0 000000 II I II II IIII II II IIIIII III II III IIII III IIIII CCI II IQ OQO 10 15 20 25 30 III III II II I II III IIIIIIIIIIIIIII II IIIIIIIIIIIIIII III III IIII IIII IIIIIIIIII II IIIIIIIIIIII In one embodiment, the first side 1 'comprises a transverse beam 18 located at the rear of the demountable frame. In the same embodiment, the other side 2 'comprises a transverse beam 19 located at the rear of the demountable frame. Figure 1a shows an example of such an embodiment. The transverse beam 18 is joined to the rear end of the longitudinal beams 7a and 7b. On the transverse beam 18 which is included in the first longitudinal side 1 'there are typically corresponding roller elements 10a, 10b. The transverse beam 19 is joined to the rear end of the longitudinal beams 8a and 8b. On the transverse beam 19 included in the second 2 '9b. the side is typically corresponding to roller elements 9a. The roller elements can be designed as a wheel or a plurality of wheels. Other options for roller elements are slide rails. Another alternative to roller elements is ridges comprising a relatively hard polymer.

The roller elements are typically attached to the rear of the demountable frame.

Figure 1a further shows that in one embodiment the outermost beam 7b in the frame in the first longitudinal side 1 'is joined at an angle at its front end with the first connecting beam 19, where the angle is substantially 90 degrees. Figure 1a further shows that in one embodiment the outer beam 8b in the frame in the second longitudinal side 2 'is joined at an angle at its front end with the second connecting beam 20, where the angle is substantially 90 degrees. The first 19 and the second 20 connecting beams are in turn joined at an angle, which is substantially 90 degrees.

IIIIII I IIIIII I0 II 0000 0 0 0 0 0 000 I 0 000 0000 000 0 0 II cc ill 10 15 20 25 30 9 Figure 1a further shows that in one embodiment the frame innermost beam 7a is in the first longitudinal side 1 ' joined at an angle at its front end to a third connecting beam 21, where the angle is substantially 90 degrees. Figure 1a further shows that in one embodiment, the innermost beam 8a in the frame in the second longitudinal side 2 'is joined at an angle at its front end with a fourth connecting beam 22, where the angle is substantially 90 degrees. The third 21 and the fourth 22 connecting beams are in turn joined at an angle which is substantially 90 degrees. The third 21 and the fourth 22 connecting beams are substantially shorter than the first 19 and second connecting beams.

Figure 1a also shows that in one embodiment the first connecting beam 19 and the third connecting beam 21 are connected by means of a cross beam 16a. Furthermore, Figure 1a shows that the second connecting beam 20 and the fourth connecting beam 22 are connected by means of a cross beam 17a.

Experiments have shown that this type of construction comprising four connecting beams 19, 20, 21, 22 is cost effective.

In an alternative embodiment, some of the above beams are replaced by pipes. A practical, sufficiently strong and cost-effective method of joining the structural details, such as beams, is welding.

The demountable frame according to figure 1a has an external length of more than 4000 mm. A typical length measure is in the vicinity of 6000 mm in order to utilize existing load changer units in an efficient manner. The external width when the cargo container rests on its first side l is at least over 1500 mm and typically over 2100 mm.

The external width when the demountable frame rests on its other side 2 'is at least over 1500 mm and typically over 200 mm. In a preferred embodiment, the position of the position of the roll elements is determined depending on the paths of the roll changer for roll elements. The position may differ from one country to another depending on the de facto standard applicable to demountables in the country where the transport system is intended to be used. Thus, in a preferred embodiment, the minimum dimension of the width of both side 1 'and side 2' depends on the de facto standard dimension of the outer distance between the paths of a roll changer for rolling elements. The minimum dimension will typically be the mentioned standard dimension and a further at least 20 cm.

The two beams on the first 1 'and the second side 2' are preferably made of steel.

The other longitudinal side 2 'in Figure 1b, and in the other figures, could just as easily be located on the opposite side. In Figure 1b, side 2 'is located to the right of the demountable frame seen from the front. In an embodiment, which is shown concisely in Figure 1b, the second longitudinal side 2 'can just as easily be located to the left of the demountable frame seen from the front.

In addition, Figures 1a and 1b show that the fastening element 12 mounted in the front side comprises a bent rod or a bent tube, alternatively a number of shorter 0000 0 0 lit uu annu 0 a 0 uov: Inn man 0 0 OI 900 oss 000 10 15 20 11 cylindrical sections joined together in a curved shape. Figure 1 shows that the fastening element 12 is mounted in at least three fastening points. Typically, one of these attachment points is a strut member 12b which connects substantially to the center of the fastener 12. Examples of strut members are a plate or rod. An alternative name for the fastening element is the tension loop.

Figure 2 shows an overview of a reversible load container 4, comprising a gear changer frame according to the invention.

The cargo container 4 rests in figure 1 on its first longitudinal side 1. In that position it is ready for loading loose goods, such as scrap.

An imaginary center line z, which is indicated in figure 2, runs in the middle between the two longitudinal beams 7a, 7b of the first side 1. The distance from this center line z to the upper part of the third longitudinal side 3 is indicated as x in figure 2. The distance, from the imaginary center line z to the second longitudinal side 2, is indicated as y in figure 2.

The distance x is longer than the distance y. This is in contrast to a demountable truck built according to known technology, where the corresponding distances are roughly the same length. The distance x is longer than the distance y for two main reasons. One reason is that the third longitudinal side is lighter than the longitudinal side 2 and therefore the displacement of the center of gravity decreases when the distance x is longer than the distance y, this compared with if the distances are largely equal.

The second reason is that the total external width of the cargo container must be kept within the laws and regulations that apply to vehicle traffic in the country where the transport is made.

The longitudinal beams 8a, 8b have a height which is typically 0 10 15 20 25 30 II CIO! I 1 0 sin 9010 Ibn C to cin In! IQI OOIO 0 0 O 000 O III 0 0000 5 IE ”. 5 ß S 2 §II = §II§ 'Iï *.' ° I = 12 at least 8 cm and outside them the rollers 9a, 9b typically protrude.

Figure 2 shows a cargo container with openable doors in the rear side 6. The main use of the openable doors in the rear side 6 is that when unloading, by means of the vehicle tipping device, the scrap is tipped out through the rear side 6. The locking device of the openable doors includes two functions. One function is to keep the doors closed when the cargo container rests on its first longitudinal side l.

The second function is to keep the doors closed when the cargo container 4 is resting on its second longitudinal side 2.

An example of a locking device is a flat lock.

Figures 2, 3 and 4 show that the first 1, second 2 and third longitudinal side 3, of a load container comprising the gear changer frame, are not openable. Compared with a demountable platform with openable longitudinal sides, the cargo container 4 is more resistant to impact when loading scrap. There is a great risk that the openable longitudinal sides of known swap bodies cannot be opened after loading scrap. Furthermore, the load container 4 is comparable to load changer platforms with openable sides, it is possible to load with significantly more scrap and still pull up the load container with load of e.g. a vehicle. At the time when a demountable truck is pulled up on vehicles by means of a demountable hook, the longitudinal sides are affected by buckling forces. The buckling force is greatest when the rear part of the demountable platform lifts off the ground.

The cargo container 4 has a higher tolerance against buckling forces during load changeover than with load changer platforms with openable sides. Figure 3 shows a load container, comprising a load changer frame according to the invention, in which two roller elements 10a, 10b are attached to the load container. 4 first page 1.

The function of the rolling elements is to let the rear part of the load container 4 roll on the ground when changing loads. This at the same time as the vehicle's load changer hook is attached to the fastening element 12 and lifts and pulls in the front part of the load container 4.

Figure 2 further shows that the beams 8a, 8b on the other side 2 of the cargo container go in the direction of the length of the side. A function of the strong rafters 2a, 3a and 5a is to protect the underlying sheet metal from blows from scrap when loading e.g. using the harbor crane.

A load container 4, comprising the gear changer frame according to the invention, is reversible. By reversible is meant that it can be turned from resting on its first longitudinal side 1 to resting its second longitudinal side 2. One way of turning the load container is to attach a chain in the lower part of the first longitudinal side 1 of the load container and attach the same chain in the load changer hook, which is used to turn the load container. Another way to turn the cargo container is to attach a demountable hook to one of the sides and then turn the cargo container 4. Another way is to use a truck for the purpose.

The cargo container 4 should be empty when it is turned over.

A load container 4, comprising the gear changer frame according to the invention, is of a robust construction. The plate in the first side 1 of the cargo container 4 should have a thickness of at least 4 mm. The plate in the other sides should have a thickness now ozone O '0 one coon up 0 0 oo uno 10 15 20 25 u non u 0 I 00 0 525 882 adopt ouno now nun 0 0 n 0 ou oo o "... o .. '. nosa nuu 0 ouøo nous 0 coon 0 0 0001 0 0 0 0 nov: 0 0 a 0 0 0 0 uaonno 0 14 of at least 3 mm. A suitable sheet quality is SS 1312. A suitable sheet product is Hardox.

The first longitudinal side 1 of the load container may comprise a plurality of fastening devices 14 intended for load securing elements 15. The fastening devices are intended to securely fasten the load securing elements which prevent long piece goods from sliding out of the load container 4 during transport when the load container rests on the second longitudinal side 2. An example of a load securing element is pole and a timber stake.

Applications for the demountable frame are not limited to acting as a frame for cargo containers intended for loading from above of bulk goods, such as scrap or sludge.

Other types of loose goods can also be loaded in such a type of cargo container, such as wood chips or other forest raw material.

When loading cargo container 4 with the opening to the side, you can e.g. load long piece goods such as sawn wood products or steel blanks. It is possible to load other types of general cargo when loading from the side, e.g. general cargo on pallets or machines.

The invention is not limited to the reported embodiments but can be varied within the reported embodiments with respect to description and figures. 00:00: 0 cotton

Claims (10)

Oslo no non anno oro U 0 oo nuo o nu oc oooo 0 00 0 O 1 0 0 ß 0 nano I 0 I 0 a II una nu 000 0000 0: 0 0 0 10 15 20 25 30 5 5 8 S 2 Éïï = šïïí - '¥' - 'Iï = 15 PATENTKRAV A demountable frame (4 ') intended as a load-bearing structure for cargo containers (4) used for transport on a heavy vehicle having a demountable, the demountable frame comprises: - a first longitudinal side (1') with two longitudinal beams (7a, 7b ) intended as the bottom of the load container (4) when transporting loose goods, whereby the opening (13) of the load container (4) when loading loose goods is intended to be directed upwards, - a second longitudinal side (2 ') with two longitudinal beams (Ba, at transport of a piece of goods, whereby the opening (13) on 8b) intended as the bottom of the cargo container (4) the cargo container (4) when loading loose goods is intended to be directed to the side. A demountable frame (4 ') according to claim 1 wherein the 7b) and 8b) are the first beams (7a) of the first (1') longitudinal side (7a), the second (2 ') longitudinal side two beams (8a, connected at a substantially 90 degree angle in relation to each other's plan. A demountable frame (4 ') according to claim 2, wherein the front end of the supporting beams (7a, 7b) in the first (1') of the supporting beams (8a, 8b) in the second longitudinal longitudinal side are connected to the front end of the side (2 '), with at least four connecting beams (19, 20, 21, 22). A demountable frame (4 ') according to claim 1 or 2, wherein (1') transverse beam (18) the first longitudinal side comprises one which is joined to the rear end of the longitudinal beams (7a, 7b) and the second Onooco 1 0 00:00: 00 0000 0 0 0 000 0000 000 0 0 00 000 10 l5 20 25 30 16 (2 ') longitudinal side (2') comprises a transverse beam (19). A demountable frame (4 ') according to claim 4, wherein the transverse beam (18) in the first longitudinal side (1') comprises two roller elements (10a, 10b) and wherein the transverse beam (19) on the second longitudinal side (2) ') comprises two roller elements (9a, 9b). A demountable frame (4 ') according to claim 4 or 5, wherein the outermost beam (7b) in the first longitudinal side (1') is joined at an angle at its front end to the first connecting beam (19), the angle being substantially 90 °. degrees, and the outer beam (8b) of the second longitudinal side (2 ') is joined at an angle at its front end to the second connecting beam (20), the angle being substantially 90 degrees and the first (21) and the second ( 22) joined at an angle which is essentially 90 degrees. the connecting beam is in turn A demountable frame (4 ') according to claim 6, wherein the innermost beam (7a) of the first longitudinal side (1') is joined at an angle at its front end to the third connecting beam (21), the angle being substantially 90 degrees, the innermost beam (8a) of the second longitudinal side (2 ') is joined at an angle at its front end to the fourth connecting beam (22), the angle being substantially 90 degrees, the third (21) and the fourth (22) connecting beam are in turn joined at an angle which is substantially 90 degrees, and the third (21) and the fourth (22) connecting beams are substantially shorter than the first (19) and second (20) connecting beams. 10 D00 av I r g g 9 I O O Il l II. : III! 0: 9 17 A demountable frame according to any one of the preceding claims, wherein the front side comprises a fastening element (12) for a demountable hook, which fastening element (12) connects the attachment point to a stay element (12b). is mounted in at least three attachment points, one of which Use of a demountable frame (4 ') according to claim 1. A transport system comprising a plurality of demountable frames (4 ') according to claim 1 and a plurality of vehicles with demountables. 0 c Qnoooo