Abstract
The invention relates to a logistics system having a large vehicle, a small vehicle and a container. According to the invention, in order to allow containers to be used on different vehicles in an improved manner, the container can be received, with a long side oriented along a transverse direction of the large vehicle, on said large vehicle and, interacting with same via a first movement arrangement, can be moved along a longitudinal direction of the large vehicle, said container can furthermore be received, with the long side oriented along a longitudinal direction of the small vehicle, on said small vehicle and, interacting with same via a second movement arrangement, can be moved along the longitudinal direction of the small vehicle, and said container has multiple legs which, in order for the container to be received on a vehicle, are adjustable from a deployed position into a retracted position.
Claims
1. Logistics system for use with a large vehicle and a small vehicle, comprising: the container configured to be received, with a long side oriented along a transverse direction of the large vehicle, on the large vehicle, and wherein the container includes, a first movement arrangement for interacting with the large vehicle, and configured so the container can be moved along a longitudinal direction of the large vehicle; the container further configured to be received, with the long side oriented along a longitudinal direction of the small vehicle, on the small vehicle, and wherein the container further includes, a second movement arrangement for interacting with the small vehicle, and configured so the container can be moved along the longitudinal direction of the small vehicle; and multiple legs that are adjustable from a deployed position into a retracted position, in order for the container to be received on one of the large vehicle or small vehicle.
2. The logistics system of claim 1, wherein the first movement arrangement has at least one container-mounted runner element configured to interact with at least one vehicle-mounted track element.
3. The logistics system of claim 1, wherein the first movement arrangement has first roller elements, which are arranged on the container and oriented transversely to the long side of same, as runner elements, and which are configured to interact with first rails arranged on the large vehicle and extend along the longitudinal direction of the large vehicle as track elements.
4. The logistics system of claim 3, wherein the second movement arrangement has second roller elements, which are arranged on the container and oriented parallel to the long side of the container as runner elements, and configured to interact with second rails arranged on the small vehicle extending along the longitudinal direction of the small vehicle as track elements, wherein the first roller elements and the second roller elements project downward from the container to different extents.
5. The logistics system of claim 3, wherein the large vehicle includes a ramp unit that is arranged at a rear end of the large vehicle, and which is at least downwardly tiltable and which is configured to support at least one runner element whilst at least one leg is in contact with ground.
6. The logistics system of claim 1, further comprising a second containers configured to be received on the large vehicle such that long sides of each of the container and second container are arranged adjacent to one another, and consignments can be transferred between the containers via long-side openings formed in the long sides.
7. The logistics system of claim 1, wherein the large vehicle includes a ramp unit, and the ramp unit is configured, in order to receive the container, to be arranged between two legs of the container in a transverse direction.
8. The logistics system of claim 7, wherein the ramp unit is pivotable about a pivot axis extending in a transverse direction.
9. The logistics system of claim 1, wherein the container is configured to be coupled to a traction device (40) of the large vehicle, wherein the traction device is configured to pull the large vehicle and the container toward one another along the longitudinal direction.
10. The logistics system of claim 1, wherein the large vehicle includes a conveyor device that is configured to form-fittingly engage with the container and push the container, which is received on the large vehicle, along the longitudinal direction.
11. A logistics system including a first vehicle and a container, comprising: the container configured to be received on the first vehicle, with a long side oriented along a transverse direction of the first vehicle, and wherein the container includes, a first movement arrangement for interacting with the first vehicle, and configured so the container can be moved along a longitudinal direction of the first vehicle; a second movement arrangement for interacting with the second vehicle, and configured so the container can be moved along the longitudinal direction of the second vehicle, and multiple legs that are adjustable from a deployed position into a retracted position, in order for the container to be received on the first vehicle.
12. The logistics system of claim 11, wherein the first vehicle includes a ramp unit, and the ramp unit is configured, in order to receive the container, to be arranged between two legs of the container in a transverse direction.
13. The logistics system of claim 11, wherein the first movement arrangement has at least one container-mounted runner element configured to interact with at least one vehicle-mounted track element of the first vehicle.
14. The logistics system of claim 11, wherein the first movement arrangement has first roller elements, which are arranged on the container and oriented transversely to the long side of same, as runner elements, and which are configured to interact with first rails arranged on the first vehicle and extend along the longitudinal direction of the first vehicle as track elements.
15. The logistics system of claim 11, wherein the second movement arrangement has second roller elements, which are arranged on the container and oriented parallel to the long side of the container as runner elements, and configured to interact with second rails arranged on the first vehicle extending along the longitudinal direction of the first vehicle as track elements.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0032] Further advantageous details and effects of the invention will be discussed in more detail below on the basis of various exemplary embodiments illustrated in the figures, in which:
[0033] FIG. 1 shows a perspective view of elements of a logistics system according to the invention;
[0034] FIG. 2 shows a side view of a first embodiment of a large vehicle laden with containers of the logistics system from FIG. 1;
[0035] FIG. 3 shows a rear view of the large vehicle from FIG. 2;
[0036] FIGS. 4-6 show side views of the large vehicle from FIG. 2 during the unloading of a container;
[0037] FIGS. 7-8 show side views of a second embodiment of a large vehicle during the loading of a container;
[0038] FIG. 9 shows a side view of a third embodiment of a large vehicle having three containers, during the loading of consignments into the container;
[0039] FIG. 10 shows a side view of a first embodiment of a small vehicle laden with a container of the logistics system from FIG. 1;
[0040] FIG. 11 shows a rear view of the small vehicle from FIG. 10;
[0041] FIG. 12 shows a sectional illustration, from the rear, of a detail of the small vehicle and of the container from FIG. 10;
[0042] FIG. 13 shows a plan view of a detail of the small vehicle from FIG. 10;
[0043] FIGS. 14-15 show side views of the small vehicle from FIG. 10 during the unloading of a container;
[0044] FIG. 16 shows a side view of a second embodiment of a small vehicle and of a container of the logistics system from FIG. 1;
[0045] FIGS. 17-19 show side views of a third embodiment of a small vehicle laden and of a container of the logistics system from FIG. 1;
[0046] FIG. 20 shows a perspective view of a first embodiment of a container of the logistics system from FIG. 1; and
[0047] FIG. 21 shows a perspective view of a second embodiment of a container of the logistics system from FIG. 1.
DETAILED DESCRIPTION
[0048] In the various figures, identical parts are usually denoted by the same reference designations, for which reason said parts will generally also be described only once.
[0049] FIG. 1 shows various constituents of a logistics system 1 according to the invention in a perspective illustration. A large vehicle can be seen, which in this case is designed as a mid-size truck 10. The truck 10 has a vehicle body 11 and wheels 12 arranged thereon. Formed in a rear region of the vehicle body 11 is a cargo bed 13 which, in FIG. 1, receives three containers 50. Also shown are two small vehicles designed as LEFVs 30 (LEFV=light electric freight vehicle). Each LEFV 30 has a vehicle body 31 having wheels 32 arranged thereon and has a cargo bed 33 formed on the vehicle body 31. In the case of one of the LEFVs 30, a single container 50 is received on the cargo bed 33, whilst the other LEFV 30 is presently unladen. Also illustrated are three containers 50 which are presently not received on any of the vehicles 10, 30 but have been set down on the ground 70 by way of legs 53. The legs 53 are arranged on a container body 51 which is cuboidal and which has a long side 57 and a short side 58.
[0050] FIGS. 20 and 21 each illustrate, by way of example, a container 50 on its own. A short side 58 has a short-side opening 62 that can be closed by means of a short-side door 60, which is configured here in the manner of a roller door. The long sides 57 each have long-side openings 61 that can be closed by long-side doors 59, which are likewise configured as roller doors. The container 50 has a container floor 63, which in this case is flat.
[0051] FIG. 20 shows a first embodiment of a container 50, in which the legs 53 are adjustable between the deployed position and the retracted position by translational adjustment in a vertical direction. This may be performed by means of actuators (not illustrated) or manually. In the retracted position, the legs 53 are received in recesses 52 within the container body 51. FIG. 21 shows a second embodiment of a container 50, in which the legs 53 are adjustable between the deployed position and the retracted position by pivoting about second pivot axes B. Here, the second pivot axes B run at an angle of 45? with respect to each of the long side 57 and the short side 58, but could also run parallel to either one of the sides 57, 58. In this case, too, in the retracted position, the legs 53 are received in recesses 52 within the container body 51.
[0052] FIGS. 2 to 6 illustrate a first embodiment of a truck 10 in detail. The truck 10 has three containers 50 received thereon, wherein, in each case, a long side 57 is oriented in a transverse direction Y1 of the truck 10 and a short side 58 is oriented along a longitudinal direction X1. Arranged on the cargo bed 13 are first rails 15 that form first track elements of a first movement arrangement 14. Said first rails extend rearwardly along the longitudinal direction X1 of the truck 10 as far as a ramp unit 18, which is slightly downwardly tilted with respect to a vertical direction Z1 of the truck 10. In this example, the rearmost of the containers 50 is standing predominantly on the ramp unit 18, and is therefore slightly tilted. Said container, and the other two containers 50, are secured against rolling away, in a manner that is not illustrated in any more detail. The container body 51 does not stand directly on the cargo bed 13. Rather, said container body has a total of four first roller elements 54, which form runner elements of the first movement arrangement 14 and which are configured to run along the first rails 15. Said container body furthermore has four second roller elements 56, the function of which will be discussed in more detail below. As can be seen in particular in the rear view in FIG. 3, the second roller elements 56 remain free from contact with the first rail 15 and with the cargo bed 13. Said second roller elements therefore do not impede a movement of the container 50 in the longitudinal direction X1 of the truck 10. As the containers 50 are loaded onto the cargo bed 30, the legs 53 are adjusted into a retracted position in which they have been pulled into the container body 51.
[0053] FIGS. 4 to 6 show the unloading of a container 50 from the truck 10. The rear legs 53 are extended into a deployed position, which is possible without problems because the spacing of the legs 53 is greater than the width of the ramp unit 18. The container 50 is then moved down the ramp unit 18 until the rear legs 53 make contact with the ground 70. In this state, the rear first roller elements 54 are still supported by the ramp unit 18. The truck 10 is then driven slowly forward, wherein the container 50, owing to its contact with the ground, is held back and moves further down the ramp unit 18. Owing to the changing inclination of the container 50, the rear first roller elements 54 lose contact with the ramp unit 18, but this is not a problem owing to the support provided by the rear legs 53. As soon as the front legs 53 are arranged behind the rear wheels 12, said front legs can be adjusted into the deployed position as illustrated in FIG. 5. If the truck drives further forward, the container 50 moves further down the ramp unit 18 until the front legs 53 likewise make contact with the ground 70, as illustrated in FIG. 6. Here, the ramp unit 18 is initially still situated between the front legs 53 and supports the front first roller elements 54. The container 50 is thus secured by the ramp unit 18 until all of the legs 53 have been safely set down on the ground 70.
[0054] The loading of the container 50 takes place similarly to the unloading process, but in the reverse sequence. Here, the truck 10 initially reverses toward the container 50 until, as illustrated in FIG. 6, the ramp unit 18 moves between the front legs 53 and makes contact, from below, with the front first roller elements 54. Since the ramp unit 18 acts as an oblique plane, a force component is generated along the vertical direction Z1, which force component raises the container 50 such that the front legs 53 lose contact with the ground. Said front legs can then be adjusted into their retracted position. Whilst the truck 10 reverses further, the front first roller elements 54 move up the ramp unit 18. Finally, the rear first roller elements 54 also make contact with the ramp unit 18. This occurs in a state that corresponds to FIG. 4. The weight of the container 50 is then fully supported by the vehicle body 11, and only the relatively low force along the plane of the ramp unit 18 then needs to be imparted in order to move the container into its end position as per FIG. 3. This can generally be done manually. The position of the container 50 can then be secured using means that are not illustrated here.
[0055] FIGS. 7 and 8 show a second embodiment of a truck 10 according to the invention, which differs from the embodiment illustrated in FIGS. 2 to 6 in that a conveyor device 20 which has a circulating conveyor belt 21 guided over guide rollers 23, and which has driver elements 22 arranged on said conveyor belt, is arranged in the rear region. To load a container 50, the conveyor device 20 is operated counterclockwise as viewed in FIGS. 7 and 8. In a position in which the front roller elements 54 just make contact with the ramp unit 18, one of the circulating driver elements 22 can for example engage with one of the second roller elements 56 or with a common mounting means of the first and second roller elements 54, 56, whereby the container 50 is actively pulled up the ramp unit 18, as illustrated in FIG. 8. The successive adjustment of the legs 53 takes place as described above with regard to the first embodiment.
[0056] FIG. 9 shows a third embodiment of a truck 10 according to the invention. No ramp unit 18 is illustrated here, but this could be present and could have been retracted or pivoted in in FIG. 9. The truck 10 has three containers 50 received on the cargo bed 13, which containers are shown here partially in section. Said truck is arranged such that the rear end of the cargo bed 13 as viewed in a direction of travel is arranged directly adjacent to a platform 71 from which consignments in the form of trolleys 65 are to be transferred to the containers 50 that are received on the cargo bed 13, without the need for said containers to be unloaded from the truck 10. For this purpose, all of the long-side doors 59 (aside from the frontmost long-side door) are open. Since the long-side openings 61 of adjacent containers 50 thus directly face one another, a transfer of cargo from one container 50 to the next is possible. In particular, the container floors 63 are arranged directly adjacent to one another such that, aside from small intermediate spaces, they form one single continuous floor. This in turn is arranged directly adjacent to, and at the same height as, the platform 71. The trolleys 65 can thus be rolled from the platform 71 through the containers 50 without significant transitions or differences in height, such that the containers 50 can be successively filled. The trolleys 65 can also conversely be unloaded onto the platform by virtue of the trolleys 65 being rolled through the long-side openings 61 from one container 50 to the next and finally onto the platform 71.
[0057] FIGS. 10 to 11 illustrate a first embodiment of a LEFV 30. This has one container 50 received thereon, wherein, in each case, the long side 57 is oriented along a longitudinal direction X2 of the LEFV 30 and a short side 58 is oriented along a transverse direction Y2. Arranged on the cargo bed 33 are second rails 35 that form second track elements of a second movement arrangement 34. Said second rails extend rearwardly along the longitudinal direction X2 as far as a ramp unit 38, which is slightly downwardly tilted with respect to a vertical direction Z2. In this example, the container 50 is standing partially on the ramp unit 38, and is therefore tilted to a minimal degree. Said container is secured against rolling away, in a manner that is not illustrated in any more detail. The container body 51 is supported via the second roller elements 56. These form runner elements of a second movement arrangement 34 and are configured to run along the second rails 35. As can be seen in particular in the rear view in FIG. 11 in the detail view of FIG. 12, the first roller elements 54 remain free from contact with the second rail 35 and with the cargo bed 33. Said first roller elements therefore do not impede a movement of the container 50 in the longitudinal direction X2 of the LEFV 30.
[0058] FIGS. 12 and 13 show the structure of the second rails 35 in more detail. Said second rails have two flange portions 36 which produce a form fit with the second roller elements 56 to both sides in the transverse direction Y2. The second roller elements 56, and by means of these the container 50 as a whole, are thus guided. In an end region of the ramp unit 38, the second rails 35 have a run-in region 37 in which the flange portions 36 run obliquely with respect to the longitudinal direction X2, such that the spacing of said flange portions decreases in a forward direction from the rear, before said flange portions thereafter run parallel to one another with a constant spacing. The run-in region 37 makes it easier for the second roller elements 56 to be introduced into the second rails 35. The design of the second rails 35 illustrated here is also transferable to the first rails 15.
[0059] FIGS. 14 and 15 show the unloading of a container 50 from the LEFV 30, which takes place similarly in principle to the process of unloading from the truck 10. The rear legs 53 are adjusted into the deployed position. The container 50 is then moved with the rear second roller elements 54 down the ramp unit 38 such that the rear legs 53 make contact with the ground 70. The LEFV 30 is then driven forward until the front legs 53 are finally arranged behind the rear wheels 32 with respect to the longitudinal direction X2 and can likewise be adjusted into the deployed position. As can be seen from FIG. 11, the spacing of the legs 53 in the transverse direction Y2 is greater than the width of the ramp unit 38, such that said legs can be deployed to the sides of said ramp unit without problems. The front legs 53 thereafter finally make contact with the ground 70, such that the container 50 has been fully set down. The loading of the container is performed in the reverse sequence, and corresponds substantially to the procedure for loading onto the truck 10.
[0060] FIG. 16 shows a second embodiment of an LEFV 30, which differs from the first embodiment in that a traction device 40 is provided, having a traction cable 41 which can be wound up by means of a winch 42 and which, at the end, has a coupling element 43 that is schematically illustrated here. This may for example be designed as a hook that is hooked onto an eyelet of the container 50. By means of the traction device 40, which can be supplied with energy by means of batteries of the LEFV 30, the container 50 can be pulled onto the LEFV 30 and pulled into its intended end position on the cargo bed 33. For as long as the container 50 is still in contact with the ground, it is also possible here for the LEFV to move, at least proportionately relative to the ground 70, toward the container 50. It is also conceivable for the truck 10 to be equipped with a corresponding traction device 40.
[0061] FIGS. 17 to 19 show a third embodiment of an LEFV 30, which differs from the first embodiment in that the ramp unit 38 is in this case not arranged fixedly on the vehicle body 31. Instead, said ramp unit is pivotable about a first pivot axis A that extends parallel to the transverse direction Y2. When a container 50 has been loaded as shown in FIG. 17, the ramp unit 38 may be set into an approximately vertical position so as to form a rear-side securing means for the container 50. For the loading and unloading of the container 50, the ramp unit 38 is tilted downwardly as illustrated in FIG. 18. The variable tilt may also be used for the purposes of transferring the container 50 without using the legs 53, for example onto an elevated platform 71, as illustrated in FIG. 19. For this purpose, the ramp unit 38 may be tilted upwardly and brought into contact with the platform 71. The container 50 can then be transferred, by being rolled on the second roller elements 56, onto the platform 71.
[0062] It is also possible for the truck 10 to be equipped with a pivotable ramp unit 38. In this way, it is also possible for the truck 10 to take on containers 50 directly from a platform 71, even if there is a height difference between the cargo bed 13 and platform 71.
LIST OF REFERENCE SYMBOLS
[0063] 1 Logistics system [0064] 10 Truck [0065] 11, 31 Vehicle body [0066] 12, 32 Wheel [0067] 13, 33 Cargo bed [0068] 14, 34 Movement arrangement [0069] 15, 35 Rail [0070] 18, 38 Ramp unit [0071] 20 Conveyor device [0072] 21 Conveyor belt [0073] 22 Driver element [0074] 23 Guide roller [0075] 30 LEFV [0076] 36 Flange portion [0077] 37 Run-in portion [0078] 40 Traction device [0079] 41 Traction cable [0080] 42 Winch [0081] 43 Coupling element [0082] 50 Container [0083] 51 Container body [0084] 52 Recess [0085] 53 Leg [0086] 54, 56 Roller elements [0087] 57 Long side [0088] 58 Short side [0089] 59 Long-side door [0090] 60 Short-side door [0091] 61 Long-side opening [0092] 62 Short-side opening [0093] 63 Container floor [0094] 65 Trolley [0095] 70 Ground [0096] 71 Platform [0097] A, B Pivot axis [0098] X1, X2 Longitudinal direction [0099] Y1, Y2 Transverse direction [0100] Z1, Z2 Vertical direction
