HK1169089A1 - Logistics system - Google Patents

Abstract

The system has a transfer station for a platform, and a supply area for commissioning goods on the platform, where the height on a retainer is adapted on the height of a loading space of the vehicle. An aligning device aligns the retainer concerning side and/or corner positions on the space of the vehicle, so that the platform is conveyed to the space of the vehicle by a longitudinal conveying unit (72). The unit is designed as a part of the station. The platform has a recess for moving the platform in a longitudinal direction and/or in a direction transverse to the longitudinal direction. An independent claim is also included for a method for loading a lorry.

Description

The invention relates to a platform for a logistics system within the meaning of claim 1 as known from US 4 231 695 A. The following forms are generally cited as state of the art: JP 05-270650 A, DE 37 14 638 A1, US 2003/228208 A1, DE 1 962 291 A1, DE 200 16 115 U1, DE 100 14 990 A1. DE 196 40 977 C2, DE 33 00 441 A1, DE-OS 24 51 070, DE 40 31 883 C2, DE 42 05 001 C2, US-PS 4,566,838, DE 26 63 221 A1, DE 23 39 062 A1, DE 44 16 214 C2 and DE 102 35 843 B3.

DE 19 62 291 is a device for the rapid loading and unloading of lorries with individual goods, preferably of identical packaging, in which the goods described as individual goods are placed on a single loading platform which can be pushed onto the loading surface of the vehicle, i.e. the lorry. This platform has rollers on the underside for longitudinal movement onto the platform. The platform itself is adapted to the internal dimensions of the loading surface, i.e. slightly smaller than the loading surface, so that the entire platform can be pushed onto the loading surface without damaging the lateral movement of the loading surface. To achieve this precision, the loading surface is also designed in such a way that the loading surface is securely mounted on the platform.

However, this state of the art does not reveal how the platform can be brought up to the loading area quickly and safely or brought down from it.

It is also known that similar devices, as described in DE 19 62 291, have conveyor systems on the vehicle itself to move the entire loading platform onto the loading area, which may have the particular advantage of not requiring the platform itself to be equipped with wheels, etc. However, it is obvious that this solution requires considerable retrofitting of the truck and therefore makes the entire vehicle very expensive.

Document EP 0 467 586 A1 shows a mobile load area, which is a platform with a floor-mounted storage area for lifting and supporting a loadable load on it against a supporting surface at a loading collection station and for transferring that lifted load to a delivery station, where the loading area is brought in to deposit the load and then removed from it.

Finally, a LOADMATE truck loading solution is also known, as published on the Internet at www.csiweb.nl. This also requires significant modifications to the vehicle (trailer) to allow loading and unloading. Modification of the trailer according to this solution also has the disadvantage that a significant loading volume is reduced by a platform about 15 to 20 cm high, which also includes airbags.

US 4.231.695 A reveals a platform for transferring the platform to a vehicle and/or for taking over the platform from the vehicle, the platform having external dimensions adapted to the vehicle's loading area. The platform has an exception which allows a hook, cam, carrier or a suspension of a conveyor to be used to move the platform longitudinally.

In the retail or wholesale trade, when goods to be transported are transported, for example, from a central warehouse to the retailers, this is often done with trucks with a closed loading area. The goods for the respective truck are pre-commissioned already in the warehouse, i.e. the respective goods requirements for the destination are placed on pallets on the warehouse side before being loaded and when the truck is loaded, the goods on the pallets are then loaded onto the vehicle's loading area by means of forklifts, etc., with loading at different points, so that there is an optimal loading time.

The problem is similar to that of loading, since the unloading process takes a certain time, usually about 25 to 40 minutes.

The present invention is intended to improve known platforms in such a way that goods placed on the platform are protected against slipping, with a protection that can be easily and quickly installed and re-installed on the platform.

The invention proposes a platform for a logistics system with the characteristics of claim 1, and the beneficial training is described in the subclaims and in the drawings and other parts of this application.

The purpose of the present invention is not only to enable the vehicles to be loaded and unloaded with the goods in very short periods of time, but also to make the vehicle as little modified as possible, since any modification of the vehicles is not only time consuming and expensive but also automatically entails a change in the warranty situation, so that in the event of damage to the trailer the person who last modified the vehicle is liable for it. Furthermore, changes in the design of the truck also reduce its resale value, since it is quite obvious that in such modified trailers the re-equipment of these trailers or vehicles can only be used if a corresponding system is still in place.

The present invention therefore has the particular advantage that it can be used with very ordinary trailers/trucks/vehicles and that any upgrades to the armor are extremely minor, if necessary, and do not reduce the resale value.

The logistics system in which the platform of the invention can be used is essentially divided into three different areas: the first area is the area in which a platform (with or without goods) is located on the loading area of a vehicle, e.g. trailers/trucks; the second area - the central area of the logistics system - is a delivery station for handing over or taking over the corresponding platform to the first area, i.e. the vehicles; the third area is the storage area, which can be a re-storage area, a high-floor warehouse or even the only commissions area of a warehouse; the commissions area of the warehouse is the same, however, within the area within which the subsequent commissions for the goods are loaded.

In the picking area, goods are usually taken from a warehouse by means of a fork-stack or similar device, and these goods are regularly on European pallets.

The present invention proposes a central platform which is adapted from its outer dimensions to the inner dimensions of the loading area of a vehicle, e.g. a lorry trailer.

To avoid such damage or to ensure optimal transport of the platform to and from the loading area, the transfer station shall be provided with an alignment to allow the platforms to be moved to and from the loading area by the transfer station, preferably in a pivoting orientation, which is to be achieved by rotating around the central vertical axis to be able to move exactly to and from the truck loading area and by rotating in the transverse direction of the platform (sideways), which is particularly necessary when the truck is not moving before the transfer station but is moving up to a distance of some 30 cm (20 inches) from the centre.

At the same time, it must be ensured that the loading platform is at the correct height to allow it to be moved to or lifted from the loading platform at the same height as the loading platform, and that the loading station has an additional device to raise the rear of the loading platform or the entire trailer with the loading platform so that the surface of the loading platform is at the same height as the loading platform of the vehicle.

It is also possible, of course, to provide a lifting/lowering device for the entire transfer station instead of such a lifting/lowering station for the loading area.

Further details of the invention are given in the following description and drawings.

It is clear from the above that the transfer station has a longitudinal conveyor unit which enables the platform to be moved along the road towards or from the loading area. This conveyor unit has a chain drive unit in which passengers are trained. These passengers can be engaged, with the exception of those at the bottom of the platform, in order to move the entire platform along the road.the longitudinal conveyor, a hook formed which interacts with another exception, namely at the front edge, i.e. at the upper edge of the platform, whereby the conveyor has a hook formed which can move into this exception (also called a pocket) to ensure the last possible movement of the platform onto the loading surface or, if the platform is on the loading surface, to draw the platform a certain distance, e.g. 1 to 2 m, towards the transfer station. The hook itself is therefore connected to a hydraulic or motorised longitudinal conveyor unit to enable the translative movement of the platform.

It is also possible to provide the platform itself with a locking device to enable the platform to be securely fixed to the loading surface. It is particularly advantageous to install a rail on the loading surface on either side, which interacts with the locking device. The locking is preferably under spring force. The locking effect is then lifted as soon as the hook is engaged with the bag and the locking effect is restored as soon as the hook again leaves the bag.

The rails may be fitted with appropriate exceptions, which interfere with the locking of the locks (see Figures 22, 23 and 24).

A telescopic extension bar may also be provided for the fixing of the platform to the loading surface, which, when the platform is placed on the storage surface, blocks the movement away from the loading surface and this telescopic extension then engages the side walls of the loading surface.

The following figure illustrates the essential details of the invention.

The term 'transmission pallet' is an alternative term to 'platform'.

The complete truck load is placed on a platform (changeable pallet) according to the invention, which is equivalent in dimensions to the interior dimensions of a trailer. A changeable pallet can be moved completely with load onto a trailer. In addition, the logistics system according to the invention with changeable pallets can store the load in a side rack. The rack of the logistics system consists of at least two storage units, but can be expanded to at least eight storage pallets.

The transfer station with its longitudinal drive unit allows a loading time of the entire truck of approximately 180 seconds, which requires a longitudinal drive speed of approximately 0,082 m/sec.

The figures show:Figure 1 a storage area,Figures 2a, bconveyor pallet facilities,Figure 3 a light signalling system as an access aid,Figure 4 a shifting alignment,Figure 5 a shifting alignment,Figure 6a to 6different positions of a longitudinal conveyor unit,Figure 7supports with INI request,Figure 8 the control of shelf floors,Figure 9 the position of conveyor racks,Figure 10 a conveyor pallet,Figure 11 a further illustration,Figure 12 a longitudinal conveyor unit,Figure 13 a further illustration,Figure 14 a distance measurement system,Figure 15a, 15bFigure 15a, 15bFigure 15B,Figure 15B,Figure 25Figure 25Figure 25Figure 20 to 26Figure 20 to 20 to 20 to form a contour,Figure 20 to 20 to 20 to form a contour,Figure 20 to 20 to 20 to 20 to form a contour,Figure 18 to 20 to 20 to 20 to 20 to form a contour,Figure 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to form a contour,Figure 18 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 to 20 toFigure 27a representation of a platform,Figure 28a further illustration,Figure 29a to ddas process of a portal crane in a picking area,Figure 30a storage area with cargo storage,Figure 31a perspective view of a portal crane,Figure 32a enlarged partial view of a portal crane from Figure 31,Figure 33a further point view of the portal crane from Figure 31,Figure 34a perspective view of a portal crane from another example,Figure 35a partial view of the portal crane from Figure 34,Figure 36a further partial view of the portal crane from Figure 34,Figure 37a rectangular alternate holm metal frame,Figure 38a vertical rail,Figure 39a,Figure 37a,Figure 38a,Figure 40a,Figure 40a,Figure 40a,Figure 38a,Figure 40a,Figure 40a,Figure 38a,Figure 40a,Figure 38a,Figure 40a,Figure 40a,Figure 38a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40a,Figure 40aFigure 41is an upper view of two detached load-bearing elements,Figure 42 further views of a load-bearing element,Figure 42the top of an end-section,Figure 42b the bottom of an end-section,Figure 42an enlarged view of the bottom of an end-section,Figure 42an overall view of the load-bearing element,Figure 42e and fAn enlarged view of the functioning of the locking andFigure 43an additional platform.

General functional description

The task of the logistics system is to interpose the pallet in a rack system. The pallet is placed on a transport pallet and transported to the rack control unit (RBG) with the longitudinal conveyor unit. The SL control moves the transport pallet to the nearest free rack space, where it is usually pushed in by means of the cross-linking of the RBG. In the rack, the pallet is secured against unintended independent outflow. The pallet can be returned to the delivery location for discharge or turned to load a truck. The transport times of the transport pallet in the rack can be selected as follows: 1 - 2; 1 - 3; 1 - 4 - 2.

Loading a truck into the logistics system

The truck is driving backwards to the SL's out-of-storage side. At the docking aid the green light is on, the system is ready. The rough parking position is marked by lines on the ground. The semi-trailer is measured by an analogue DT500-A211 of Fa. Sick in its parking position to the SL. The measurements are transmitted to the truck driver via a lighting system of the access aid with illuminated arrows (Fig. 3). The measurements are taken with the entry of the SL truck before the start. About 200mm before the final stop on the logistics system the yellow light is on at the lighting system.The rear of the trailer is hydraulically boiled up for stabilization. The precise parking position is fine-tuned by the longitudinal conveyor unit. If the trailer is outside the tolerance, this is indicated to the driver by the light signalling system. A new parking attempt is necessary. The desired pallet must then be selected on the control panel of the logistics system.The compensation of the deflection is ± 1° (Figure 4) or ± 100 mm (Figure 6).

Now one of the two distance sensors 01D100 located on the longitudinal conveyor unit (Fig. 20) measures the distance to a fixed point on the truck (X-axis). The longitudinal conveyor unit with the pallet now moves forward to a defined distance of about 5 mm from the truck (Fig. 9). Once the longitudinal conveyor unit has reached its end point, the pallet is conveyed from the unit to the truck (Fig. 11). The chain system of the longitudinal conveyor unit is not necessarily able to mechanically convey the transport pallet along its entire length to the trailer.The hook is then driven upwards by the driver's chain drive (traction road 2) and the O1D100 distance sensors detect the bottom edge of the pallet. From this point onwards, the hook must be driven upwards by about 15 mm so that the hook safely hits the bag in the pallet. The pallet is then pushed onto the truck. This is done by the movement of the conveyor belt.18) When the hooks are inserted into the pallet pockets, these locks are mechanically actuated and run out by spring pressure. The trigger is applied by a pin integrated in a sledge. This sledge has a 35 mm operating path and is passed over track 1 before the actual pallet advance (Fig. 15a). The locks are first pushed back over the side rails in the truck during the drive and then rest on these side rails when the pallet is secured (Fig. 15b) when reaching the final position.

To control the single-step movement of the sledge (35 mm), the O1D100 distance sensor can check the distance to the pallet.

The longitudinal drive unit then returns to the base position (Fig. 6e) and restores the 0° position (Fig. 4.

The whole process is fully automatic. After everything has been put into its original position and the truck's hood unit has been re-inserted, the green light of the docking unit lights up again and the truck can start.

Unloading of a lorry with the logistics system

The truck is positioned in front of the logistics system as described in 1.5.1. The driver presses the function to unload the truck on the control panel. The RBG drives to the lowest waiting position to pick up the pallet, the longitudinal conveyor unit is oriented to the truck, using the distance measurement data of the DT500-A211 measuring instrument. Then the conveyor path 1 is run, the distance sensor 01D100 detects the measuring point on the truck and stops the advance. Now the hooks are raised, the two distance sensors 01D100 capture the total edge of the pallet (drives about 15 mm higher), and the distance to the front edge is checked.

When positioned correctly, the hooks enter the bags via conveyor track 1 and the distance sensors monitor the entry depth. Now the hook must be lowered by about 20 mm to hook in (Figure 25). When pulling out (conveyor track 1), the lock is first pulled into the pallet via the operation slide. The distance sensor O1D100 monitors this process.

After the pallet is removed to the delivery position on track 2, the hooks are raised again, driven out of the pallet via track 1 and completely lowered again. Track 1 then moves back to the truck and the chain system of track 2 transports the pallet to the longitudinal conveyor unit. Once the pallet is on the unit, it is pulled into the rack by means of track 1. The longitudinal conveyor unit is placed back in the 0° position. The pallet can then be stored with the RBG or driven with the longitudinal conveyor unit to the delivery location. The system then moves to the base position.

BG 01 Unit of the hull

The gearbox is driven by two gear motors and four rope drums, each of which drives two rope drums via a rotary clutch. The gear motors consist of a pusher drive motor and a main gear. They are driven via frequency inverters of the Fa.SEW. For lateral stability, guides are located in the hub's supports. The two rope drives must be moved synchronously to each other. The synchronous running of the motors is monitored by two additional motor gauges.

BG 02 Shelf control (RBG)

The RBG performs the up-and-down movements and the transverse conveying during the out and in-shelf loadings. The transverse conveying is performed by two chain systems, each driven by a snail-driven motor. These motors of the Fa. SEW are each controlled via a frequency inverter. Two rotors are installed to control the synchronous flow. The position of the conveyor pallet is monitored by four opto-electronic sensors.

BG 03 Transport pallet and palletised goods

The transport pallet (Fig. 10) is a flat, longitudinally mounted roller pallet, which contains no electrical or electronic components, but the load of the pallet is checked for its external dimensions by two light barriers before the pallet is placed on the shelf.

BG 04 medium subject, BG 05 general subject and BG 06 sub-subject

The shelf compartments are designed to accommodate the pallet and the goods. At the entrance of each compartment, at the beginning and end of each compartment, there are a pair of optoelectronic sensors that record the exact final position of the pallet in the shelf.

BG 07 Longitudinal drive unit

The longitudinal drive unit transports the pallet to and from the lift. It also aligns the pallet to the truck. For these tasks, several motors and sensors (Fig. 12) are used. For the conveyor path 2, two chain systems are responsible, each driven by a drive motor with a rotor. These drive motors are conical drive motors of the Fa. SEW with 5.5 kW line, which must be operated in synchrony and. For conveyor path 1 (running time maximum 2.3 m) there are also two drive motors available. These motors are conical drive motors of the Fa. SEW and have a power of both. These four drivers must also run synchronously.

The data for the positioning of the transverse drive units are obtained by the distance measurement system of the Fa. Sick. The measuring points are arranged as shown in Figure 7 and measured perpendicular to the truck.

BG 08 Housing

The enclosure encloses the entire logistics system and insulates the logistics system from environmental influences. In addition, a uniform temperature between 10° - 30° C must exist inside the enclosure. Up to two openings in the outer walls are available for storage and discharge. These openings are closed by roll gates, which have a possibility of query via sensors. The roll gates are controlled and also manually operated. Two control tables are mounted on the enclosure for the individual functions of the logistics system. Sick-removal systems for measuring the truck are installed before the enclosure (Fig. 18). The working areas and the entrance halls are unprepared by laser scanners (the precise step of the load is still being determined by the encrypted image).

Providing the range

If a pallet is to be loaded, the control panel requests a pallet. The controller searches for an empty pallet in the logistics system and provides the RBG with the data of the relevant rack. The RBG drives at the level of the corresponding rack and picks up the empty pallet. Then the RBG places the pallet on the longitudinal conveyor unit and drives to its lowest position below the longitudinal conveyor unit. The longitudinal conveyor unit moves the pallet outside the logistics system for loading.

The length of the conveyor:

(a) Exit from conveyor track 1 (max. 2.3 m) until the sensor is in contact. (b) Push the pallet with the chain system, controlled by a rotary angle c) The chain system moves the pallet to about 500 mm before the end position, the last 500 mm being overcome by a conveyor hook) Reverse conveyor track 1 by about 500 mm and manually insert the conveyor hook. (e) Press the start button) Pre-run conveyor track 1 to the end position of the pallet) Manual push-out of conveyor hook (sh) Press the start button (j) Return conveyor track 1 of the longitudinal conveyor unit to the base position j) Load the pallet when it is stopped.

The positions a) to i) are monitored by a laser scanner. If someone enters the monitored area, the transport operation is stopped immediately. The operation can be resumed when the monitored area is cleared and the driver presses the start button again.

Storage of the loaded pallet:

(a) Exit from conveyor 1 to the sensor contact (b) Manual hooking of the conveyor hook (c) Pressing of the start button (d) Reversing of conveyor 1 by about 500 mm and manually hooking of the conveyor hook (e) Pressing of the start button (f) Pulling of the pallet with the chain system, control by rotary mount (e) When the pallet has reached the base position on the longitudinal conveyor system, the upper unit is moved back to the base position (control of the centre position) (h) the RBG takes the loaded pallet and moves it to a free shelf.

The entry into the scanned area at points (b) and (d) is desired.

Position of the truck:

The truck is driven backwards to the logistics system at a collision. The truck's parking position is then measured by the distance meters of the Fa. Sick. If the truck's parking position to the logistics system is not in order, a large red traffic light is lit. The driver must position the truck better. If the position is in order, a large green traffic light is lit and the rear of the trailer is automatically fixed by two 2 hydraulic cylinders at the height.

Installation of the pallet

The driver gets out of the truck and makes sure by a visual inspection that there are no sources of disturbance in the truck, trailer and in the processing area. When the loading area is clear, a laser scanner takes over the monitoring of the loading area. The driver goes to the control panel to start loading the truck. (a) Enter the storage compartment number (b) Press the start button (c) The RBG drives to the storage place of the desired pallet and moves it to the RBG. (d) The RBG then places the pallet on the longitudinal conveyor unit. (e) The RBG then moves to a waiting position below the longitudinal conveyor unit. (f) The longitudinal conveyor unit now moves towards the truck, based on the values determined by the distance measurement system. (g) Exit of conveyor route 1 (max.(h) Push the pallet into the truck with the conveyor belt 2, control by rotary angle control) Conveyor belt 2 moves the pallet to about 500 mm before the final position, the last 500 mm are covered with a conveyor hook. (j) Reverse conveyor belt 1 by about 500 mm and manually set the conveyor belt. (k) Press start button (l) Pre-run conveyor belt 1 to the final position of the pallet) Press manual conveyor belt hooks (n) Press start button (o) Return conveyor belt 1 to the base position within the rack sp) Reposition the longitudinal conveyor belt 0°q) RBG moves in base position (r) The base position automatically equalises speed.

During the entire conveying process, the laser scanners are active to secure the work area.

Position of the truck:

The truck is driven backwards to the logistics system at a collision. The truck's parking position is then measured by the distance meters of the Fa. Sick. If the truck's parking position to the logistics system is not in order, a large red traffic light is lit. The driver must position the truck better. If the position is in order, a large green traffic light is lit and the rear of the trailer is automatically fixed by two hydraulic cylinders in the height.

Where platforms or pallets are referred to in this notification, they are, as is apparent, load carriers.

Figure 29a shows a picking area with a portrait crane, which is not part of the invention. Figure 29b shows the same picking area, but this picking area is subordinated to the storage area from the perspective of the truck, the transport vehicle, it can be seen that, for example, 6 load carriers are arranged parallel to each other on a plane and these load carriers are pre-commissioned in the same or identical form. By means of a portable portal crane - see Figure 29 - the load carriers and the goods on them can be taken to a delivery station, from which they can then be transported to a truck platform (as already revealed in detail).

The portable gate crane is mounted on rollers/rails and preferably has the same lifting elements as in the storage area (see, for example, Fig. 1). As can be seen, the gate crane also has a housing that is only slightly larger in external dimensions than that of the load carriers, so that when a load carrier is picked up and the transport operator who then sets it up (side to the load carrier) prevents the goods on the load carrier from slipping/falling. When a load carrier is picked up by the gate crane, the grab elements (grab elements) (grab elements) under the load carrier to grab it and pull it safely up and down to the transfer station).

Before the cargo carrier is taken over by the gate crane, the gate crane is aligned exactly over the cargo carrier and the extent to which goods on the cargo carrier are protruding over the side of the cargo carrier is also measured by optical or other means.

When a load carrier is dropped through the transfer station, this can also be done individually, i.e. the gate crane positioner receives information or measurement parameters that take into account the current position of a truck at the transfer station. For example, if the truck is moved 5 cm (or another amount of about 1 to 50 cm) from the ideal position to the transfer station, the load carrier can also be lowered so that it can be transported directly to the load area of the truck by a pure translational movement at the transfer station.

As portal cranes are generally known, e.g. containers, loading/loading stations, etc., we shall not go into further details of the operation and storage of the portal cranes here, as such a thing is known.

In another figure 30, it is shown that the storage area of a logistics system is not part of the invention even in such a way that in the lower area there is a cargo carrier storage, which can be used to hold several cargo carriers on top of each other, so that there are always enough such carriers.

Figure 31 shows a perspective view of a port calcareous crane, which is not part of the invention. The port crane is shown in particular with movable railing rails. In the front area of the portal crane a drive and the guide rails for the railing rails are shown.

Figure 32 shows a partial enlarged view of the portal crane from Figure 31. In particular, the shock rails for the load carriers (preferably with a rest nose), the load carriers and the load carrier lift are shown.

Figure 33 shows a further partial view of the portal crane from Figure 31. Here, too, the shock rails for load carriers (preferably without a rest nose), a load carrier upper and a load carrier are shown.

Thus, Figure 32 shows an embodiment with a resting nose and Figure 33 shows an embodiment without a resting nose.

Figure 34 shows a perspective view of a portal crane according to another example of implementation. Here the portal crane with swaying shutter is shown. In the front area of the portal crane a drive for the shutter is shown.

Figure 35 shows a partial view of the portal crane from Figure 34. In particular, the shock flaps for the load carriers (preferably with a resting nose), the load carrier and the load carriers are shown.

Figure 36 shows a further partial view of the portal crane from Figure 34, which also shows the shock flaps (without the rest nose), the load carrier and the load carrier.

Whereas Figure 35 shows an embodiment with a resting nose, Figure 36 shows an embodiment without a resting nose.

Figure 27 shows a platform (a cargo carrier) which is not fully loaded with goods and also shows a rail which spans across the platform in the longitudinal direction, thus protecting the goods placed on the platform from slipping.

Such rails can also be placed longitudinally at the edge of the platform, which is particularly useful if the cargo carrier contains goods that could easily slip without the railing protection.

Such rails must be well secured during transport and individually quickly set up or removed to suit the load position.

Figure 37 shows a rectangular holm (metal) with an oval opening. The bottom of the railing has a rotatable cone with an oval cross-section that can be inserted into the oval opening and when the cone is fully attached, the cone has a section that is different from the oval cross-section, preferably circular, so that when the cone is rotated, the oval section of the cone is inside the holm and thus the barrier is firmly connected to the holm. The holm can preferably be fixed at the edge of the platform or also be part of the platform edge.

The rail has vertical tubes for the rotation of the crank, which are hollow inside, and in which there is a lever which penetrates the tube and by means of which the crank can be twisted.

Figure 39 shows the arrangement shown in Figures 37 and 38 in an alternative and complementary form. In particular, it is also clear that the rail is fitted with an angle at the bottom of the horizontal rail bars (holms), which in particular has the function of keeping the rail even better in the upright position when goods are placed on it.

In Figures 37 and 38 and 39 both a screw is visible on the vertical rail, which allows the lathe in the beam to be fixed and thus the whole beam, if the screw is turned towards the beam and preferably with corresponding openings or counter-bearings formed on the lathe are used.

Figure 40 shows a platform (carrier) consisting of several elements, in Figure 40a shown five individual elements which can be connected to form a longitudinal carrier (platform).

Figure 40b shows a load carrier as shown in Figure 40a, the individual components of the load carrier, i.e. the individual elements, being detached from each other.

Figure 40c shows the cargo carrier shown in Figure 40a, which is composed of five elements, but shown from the bottom. It is clear that each element on the bottom has a scaffold structure, preferably made of metal, and that on the bottom there are also a variety of rollers, so that the entire cargo carrier has a variety of rollers in two rows next to each other on the bottom. An enlarged view of the bottom of the cargo carrier is also shown in Figure 40c, but from the top.

The rolls themselves are supported by a metal profile, essentially U-shaped, which is attached to the bottom of the load-bearing element, e.g. by screwing, gluing or the like.

Figure 41a shows two load-bearing elements separated from each other, in particular the connecting element, which is attached to one side of a load-bearing element and which can be inserted into a sleeve (box) of the corresponding counterpart of the other load-bearing element (the upper load-bearing element in the figure) and can be anchored there or otherwise securely connected to the load-bearing element, so that even a solution of two load-bearing elements is subsequently disassembled, either by the use of a corresponding tool or by force-injected force, if both upper load-bearing elements are moved far away from each other.

In Figure 41 (a), a hill is also visible on the side with an opening, e.g. an opening for a railing (as described above).

Figure 42 shows further views of a load-bearing element, in particular an end-section, in which the top of an end-section is shown in Figure 41 (a), the bottom of an end-section in Figure 42 (b) and an enlarged bottom of an end-section in Figure 42 (c) with a single metal component with the appropriate connections to allow the entire load-bearing structure to interact with the transport device described in this application, thus allowing the load-bearing structure to be placed on the cargo area of a vehicle or on a load-bearing rack or similar.

The representation itself is understandable to the professional from the drawing, the whole element as shown in Figure 42d is inventive, but also essential connections and formations of individual connections or formations of this element shown there.

Figures 42e and f show, once again in an enlarged illustration, the operation of locking two adjacent load-bearing elements by means of the connecting element, which is shaped like a barrel and has one or more holes into which pins, screws or other locking elements can be inserted to lock the two load-bearing elements, so that when they are together they are also held together, so that loosening both load-bearing elements also requires unlocking, whereby when the pins are pushed into the opening of the connecting axle by spring force (see Figure 42e), the force exerted by the spring can also set the force on the locking elements, so that the two load-bearing elements can also be loosened in this way.

Figure 43 shows another idea which can of course also be used in conjunction with the inventive aspects described.

Err1:Expecting ',' delimiter: line 1 column 234 (char 233)

It has now been shown that it is quite possible to pull the cargo carrier away from under the load, which is particularly the case if the load consists of parts which are not easily fragile. e variant shown has the particular advantage of loading lorries which do not return with the cargo carrier, which is particularly the case in the export and forwarding sector, so that the loading time can be reduced overall, but the cargo carrier is not picked up by the truck.

The stamping or the corresponding counter-bearing shown in the figure can be performed in different ways, for example, it may be sufficient to apply a lever of sufficient force to the pallets that regularly make up the load, so that the counter-force does not attack the load itself directly, but only the pallets (preferably of wood or plastic), so that when the platform is pulled, the pallets and thus the entire forming gradually come to the direct application of the load-bearing surface of the load.

The removal of the platform may be done by means of the tools already described in this notification and which are also regularly used to push the load carrier onto or away from the truck loading surface.

List of reference marks

1st group 01Z Head unit2nd group 02Z Controller3nd group 03Z Transport pallet4th group 04Z Medium-distance 5th group 05Z Overhead 6th group 06Z Sub-sub-group 7th group 07Z Long-distance 8th group 9th group 9th group 10th group 11th group 11th group 11th group 12th group 12th group 12th group 13th group 14th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 15th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 16th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 12th group 1260 down 60 distance sensor 01D10061 passenger62roadway263 passenger64 drive 265EI. clutch66hook67oes68 hand-operated slides for hooked bag69locking70palette (platform)71platform72locks73cross-carrier74long-distance conveyors and automatic locking76load-attaching bolts76long-distance conveyors77roll-stoppers with lift truck, electric, transfer stacker, roll-driven 78LKW79 single-sided guide rollers80head unit81rail car above82railcar above83railcar in the middle of the railway below84LKW85commissioning motor 86railcarrier 86railcarrier motor 86railcarrier motor 1408railcarrier motor 010109A101010A109A109A109A109A109A109A109A109A109A109A109A109A109A109A109A109A109A109A10A109A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10A10from the truck traction/pressure force 4500 N110Height equal in relation to the truck support to the loading area of the truck111Free space for the loading wall truck112F = no anti-slip coating 672 daN,

Claims (9)

1. Platform for a logistics system for transferring the platform to a vehicle and/or for taking the platform from the vehicle, wherein the platform has a recess, with which a hook, cam, driving device or a latch of a conveying device can be made to engage in order to move the platform in the longitudinal direction, wherein the platform has external dimensions, which are adapted to the loading surface of the vehicle, and guide rollers, which can cooperate with the lateral walls of the loading surface, are formed laterally on the platform, characterised by a structure, which is arranged on the side of the platform in the longitudinal direction and has openings, which are suitable to receive a railing, the opening preferably being oval, the railing being rigidly connectable to the structure, and having at least one vertical bar, which receives a rotatable pin at the bottom, which has a portion adapted to the opening, said portion being insertable in the opening and furthermore having a portion, which is rotatable in the opening and differs from the cross sectional shape of the opening.
2. Platform according to claim 1, characterised by two first recesses, which can be made to engage with hooks, cams, latching means etc. of a conveying device, the first of these two recesses being formed below the platform to receive a driving device and the second of these recesses being formed at the upper edge above the platform.
3. Platform according to claim 1 or 2, characterised in that the platform is provided with an anti-slip coating.
4. Platform according to any one of the preceding claims, characterised in that the surface load of the platform is in the range from about 0.060 to 0.090, preferably in the range of 0.078 MPa.
5. Platform according to any one of the preceding claims, characterised in that the maximum roller loading of the rollers of the platform is approximately in the range from 550 to 750 kg, preferably approximately in the range from 600 to 620 kg.
6. Platform according to any one of the preceding claims, characterised in that the platform is peripherally provided on its outer edge with a material, preferably rubber, which is in a position to absorb or damp impacts, shocks or the like.
7. Platform according to any one of the preceding claims, characterised in that the rotatable pin can be rotated by a pipe, a rod or the like, which is rotatably located within the pipe, from the upper side of the bar, the rod and the pin being in preferably positive engagement.
8. Platform according to claim 7, characterised in that the rod, pipe etc. located in the railing bar has at least one or two recesses, which can be made to engage with a locking element, which passes through the vertical railing bar, the locking element preferably being a screw.
9. Platform according to any one of the preceding claims, characterised in that the platform is formed from at least two load carrier elements that can be plugged into one another and can be locked to one another, but can also be released from one another, each load carrier element having a plate on the upper side and each load carrier element having a reinforcement structure on the lower side, as well as rollers, which are arranged in two rows next to one another and the load carrier elements can be connected to one another by a bracket-shaped connecting element.