Transport vehicle with extended longitudinal structure for a motor-driven handling device

The invention relates to a transport vehicle with an extended longitudinal structure for a motor-driven handling device. Loads are loaded/unloaded in a loading space by a motor-driven handling device which moves along longitudinal guide rails supported by the vehicle. The transport vehicle is closed at the rear by two hinged doors, each door including a guide rail section located at the same height as the guide rails. When the hinged doors are open to 90 degrees, each guide rail section extends one of the guide rails, allowing the motor-driven handling device to move simultaneously on both the guide rails and the guide rail sections.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a § 371 filing of PCT application PCT/FR2015/052336 filed on Sep. 3, 2015, which claims priority from French application FR 1458523 filed on Sep. 11, 2014. The disclosures of these applications are included by reference herein in their entirety.

BACKGROUND

Technical Domain

The present invention relates to the general art of the transportation of freight, notably the transportation of loads placed on pallets. These loads are for example cars presenting the same or differing outlines.

More particularly, the invention concerns a road cargo vehicle for transporting loads, the loads of which are moved, oriented and deposited by a motor-driven handling device moving along guide rails supported by the vehicle. Said vehicle comprises means enabling the path of longitudinal movement of the handling device to be extended, and to enable passage of the handling device from one structure to another when the vehicle comprises two coupled loading structures.

Prior Art

Known, for example from the document U.S. Pat. No. 4,597,712, is an apparatus for loading and unloading semi-trailers. Said apparatus is mounted at the rear end of a loading space and comprises articulated arms for laterally gripping a vehicle based upon wheel supports and for moving the assembly to a loading position. The various operations and movements are controlled by an operator working at a control console. Such an apparatus has the disadvantage of being continuously controlled by an operator. In addition, the operator does not always have all of the information necessary for optimal loading, unloading, optimal transportation or distribution imposing special restrictions. Thus, it may occur that the loads, in this instance vehicles, are placed in non-optimal or even dangerous loading positions. A loading error can then only be corrected by again moving at least some loads. This would result in a substantial loss of time. The gripping of the cars, which must ensure by the positioning of the gripping arms that the car does not swing, is performed according to the judgment of an operator. The gripping can therefore prove to be a long operation, as well as a relatively dangerous one.

DISCLOSURE OF ASPECTS OF THE INVENTION

The object of the present invention is therefore to mitigate the disadvantages of the prior art by proposing a road cargo vehicle for transporting loads comprising a new loading/unloading device, the implementation of which is simple, fast and reliable.

The objects assigned to the invention are achieved by a road cargo vehicle for transporting loads wherein loads carried on pallets are moved, oriented and deposited in a loading space by a motor-driven handling device moving along a longitudinal structure of the vehicle, characterized in that:the longitudinal structure comprises longitudinal guide rails supported by the vehicle along the loading space;two hinged doors are provided to close the loading space at the rear of the vehicle;each hinged door comprises a longitudinal guide rail section located at the same height as the guide rails;when the hinged doors are opened to 90 degrees, each guide rail section extends one of the guide rails, allowing the motor-driven handling device to move on both the guide rails and the guide rail sections.

According to one embodiment, the guide rails are located at the upper part of the vehicle and the guide rail sections are located at the upper part of the hinged doors, when the articulated doors are opened to 90 degrees, each guide rail being located in the immediate proximity and along the same longitudinal axis as an associated guide rail section.

According to another embodiment, the hinged doors comprise hinges located on the inner faces of the loading space.

According to an alternative embodiment, the vehicle comprises two loading structures coupled together, each of them comprising a pair of guide rails for the movement of the motor-driven handling device, and it further comprises elements of convergence of the guide rails supported by each of the loading structures so that each pair of guide rails of one loading structure is brought into the immediate proximity of the pair of guide rails of the other loading structure or vice versa.

According to said alternative embodiment, the elements of convergence can comprise a telescopic towbar, telescopic guide rails, a helical system of the screw-nut type or any other known elements of convergence.

According to said alternative embodiment, the elements of convergence can be capable of moving one loading structure with respect to the other loading structure.

According to another alternative embodiment, the vehicle comprises a tractor and semi-trailer, said semi-trailer supporting the loading structure. According to a further alternative embodiment, the vehicle comprises a tractor supporting the loading structure and a coupled trailer supporting the other loading structure.

According to a previous alternative embodiment, the vehicle can comprise a centering system to compensate for a slight offset between the front and rear guide rails during convergence of the two loading structures, said centering system comprising a pair of engagement cones and recesses of a complementary shape, provided on the respective ends of each guide rail.

The vehicle can also comprise a compensation system capable of compensating for a slight roll, pitch and yaw between the bases of the loading structures during their mutual convergence, said compensation system comprising engagement parts of complementary shape on bases, which parts comprise a recessed female engagement part provided at the rear of the base of the front loading structure and a projecting male engagement part provided at the front of the base of the rear loading structure.

According to said alternative embodiment, each of the engagement parts can have a sloped part serving as a guide ramp and stop for receiving the male engagement part within the female engagement part.

One advantage of the vehicle according to the invention is the high degree of automation of loading and unloading operations.

Another advantage of the vehicle according to the invention is a substantial savings of time during loading and unloading operations. Indeed, the automation of these operations allows the operator, for example when loading cars, to search for another car to load while the automated device proceeds with the automated placement of a car in its loading position. Similar time savings are observed during unloading operations.

Another advantage of the vehicle according to the invention is in the high reliability it achieves, in spite of a high degree of automation.

Another advantage of the loading/unloading device according to the invention is the fact that it is adapted to loads of different kinds.

Another advantage of the vehicle according to the invention is the fact that it allows very easy loading and unloading, and in complete safety, of different loading spaces of an articulated unit, composed for example of a trailer coupled to a motor-driven vehicle.

Another advantage of the vehicle according to the invention is in achieving an increased path of movement for a cart moving the motor-driven handling device.

EMBODIMENT(S) OF THE INVENTION

The structurally and functionally identical elements shown in several different figures are assigned the same numerical or alphanumerical reference.

FIG. 1illustrates a loading phase in which a pallet1supports a load2, in this instance a car, during loading onto a vehicle3, for example a semi-trailer3a.

The loaded pallet1is moved by means of a motor-driven handling device5which grips the pallet1by grippers6. The pallet1is gripped or hooked by the gripper6on each of its sides and more specifically on each of its side longitudinal beams.

A cart4supporting the handling device5is moved on longitudinal guide rails7, i.e. extending along and on either side of a defined loading space within the semi-trailer3a. The guide rails7are preferably situated at the top of the loading space.

The cart4allows the manipulator5and consequently the pallet1to move within the loading space.

The side arms5aare advantageously telescopic and hinged on the cart4, and the grippers6are in turn hinged on the lower extremities of said side arms5a.

The manipulator5allows, on the one hand, the palette1to be moved in a vertical direction and in a horizontal direction, and on the other hand the orientation of the pallet1to be changed by means of the grippers6.

The movement and orientation of the pallet1is notably achieved by means of actuators, such as hydraulic cylinders which will not be further described in detail here. It is also possible to use electric or pneumatic actuators.

On its sides, the vehicle3can have lateral walls comprising a support structure for the pallets1. The support structure advantageously extends between the uprights8connecting a base9of the vehicle3to the guide rails7.

At the rear, the vehicle3comprises two hinged doors10provided in order to close the loading space. Each hinged door10comprises a guide rail section11, preferably at the upper part of the doors10, and located at the same height as the guide rails7.

Thus, when the hinged doors10are opened to 90 degrees, each guide rail section11extends one of the guide rails7to form an extended guide rail, allowing the handling device5to move both on the guide rails7and on the guide rail sections11, thus extending its path towards the rear.

When the hinged doors10are opened to 90 degrees, each guide rail section11is preferably located in the immediate proximity of one of the guide rails7, in the extension thereof, and along the same longitudinal axis. Thus, when it moves along the extended guide rails7, the handling device5does not encounter any discontinuity of rail that could hinder its operation. The hinges of the doors10are preferably provided on the side of the inner faces of the loading space.

FIGS. 2 to 4illustrate a vehicle3comprising a front loading structure3band another rear loading structure3c. Said loading structures3band3care coupled together by a towbar12connecting a tractor supporting the front loading structure3bto a trailer supporting the rear loading structure3c. The loading structures3band3ceach comprise a pair of guide rails7a,7bin order to ensure the movement of the handling device5via the cart4.

When the vehicle3is moved, it is necessary to have a space between the loading structures3band3cin order to allow the pivoting of the one with respect to the other in curves. Thus, in the driving position represented inFIGS. 2 and 4, the loading structures3band3care separated and consequently their front guide rails7aand rear guide rails7bare not in the immediate proximity of each other.

In the loading/unloading position, in order to enable the movement of the handling device5along the guide rails7a,7b, said guide rails7a,7bmust be placed in the immediate proximity of each other.

A first solution consists, for example, of using elements of convergence comprising a telescopic towbar12. Thus, when it is necessary for the vehicle3to be loaded or unloaded, the telescopic towbar12is retracted so as to converge the loading structures3band3cuntil their guide rails7a,7bare in the immediate vicinity of each other or in contact. When it is necessary for the vehicle3to be moved, the telescopic towbar12is again deployed into the driving position.

A second solution consists, for example, in using elements of convergence comprising telescopic guide rails7aand/or7b. Thus, when the vehicle3must be loaded or unloaded, at least one of the guide rails7aand7bis telescopic and is deployed in such a way as to mutually converge with the other guide rails7band7auntil they are in the immediate proximity of each other or in contact. When it is necessary for the vehicle3to be moved, the telescopic guide rails7aand/or7bare retracted again into the driving position.

The vehicle3according to the invention can also comprise detection means making it possible to verify the alignment between the loading structures3band3c. Such detection means, illustrated for example inFIG. 5, comprise for example a position detector12awhich determines the relative alignment. The vehicle3is provided for that purpose with a track12b, such as a metal ring, articulated on the bodywork thereof, for example on the base9of the loading structure3b. Said track12bextends partly above the towbar12while being grasped by jaws12cattached to said towbar12.

The position detector12ais disposed on the jaws12c, and the track12bhas a tab12dprojecting from the inner circumference12eof the track12b. The dimensions and position of the tab12dare such that in the absence of yaw, i.e. when the loading structures3band3care aligned, said tab12dis facing the position detector12a. Said position detector transmits information relative to said alignment to the operator, for example by means of a lighted or audible indicator. The operator then knows if he is allowed to mutually converge the loading structures3band3c.

Indeed, during said convergence, it is important that the loading structures3band3cbe substantially aligned, so that their front guide rails7aand rear guide rails7bcan be located in the immediate proximity of each other along the same longitudinal axis and this on both sides of the loading structures3band3c. The detection means therefore allows information to be provided with respect to possible defective yaw alignment, preventing a convergence of the two structures3band3c. The operator can then maneuver, before converging the loading structures3band3c, in order to correct the yaw of the articulated unit. Thus, when the angle of yaw between the two structures3band3cis within the required range, the alignment of the articulated unit is acceptable, which is indicated by means of a visual or audible signal. The convergence of the two structures3band3ccan then be achieved.

After the correction of any yaw, depending on the situation it may be necessary to correct the roll and/or pitch, particularly in the case of curvature of the roadway. To that end, the vehicle3according to the invention can also comprise a correction system for the loading structures3band3c. Said correction system, illustrated for example inFIGS. 6a, 6band 6c, comprises for example centering elements for the guide rails7a,7band shoes14.FIGS. 6a, 6band 6cshow relative positions between the two loading structures3band3cduring a convergence phase.

The shoes14comprising male engagement parts16b, situated at the front extremity of the longitudinal beams of the base9advantageously have a sloped part17bto facilitate the guiding and engagement within the female engagement parts16aof a complementary shape16provided at the rear extremity of the longitudinal beams of the other base9.

The female engagement parts16aadvantageously have a sloped face17aagainst which the male engagement part16bof the corresponding shoes14come in abutment when the convergence of the loading structures3band3cis completed.

The centering elements comprise for example engagement cones13within the extension of the guide rails7band recesses13aof a complementary shape, intended to receive said engagement cones13. The centering elements thus make it possible to properly align the two extremities of the guide rails7a,7band to add rigidity to the loading structure as a whole during the loading and unloading phases.

The engagement of the shoes14within the complementary shapes16, on the one hand, and the engagement of the cones13within the recesses13a, make it possible, thanks to the stresses absorbed by the suspensions of the structures3band3c, to compensate for slight defects in alignment for roll, pitch and yaw between the two structures3band3ccoming into contact with each other during their convergence.

Situated in the extension of the guide rail sections11of the doors10in the open position, the guide rails7a,7bform with said guide rail sections11an extended guide rail allowing the carts4supporting the handling device5to be moved from one to the other over the full length thereof in a configuration similar to what is illustrated inFIG. 1 or 3.

FIG. 4illustrates a vehicle3comprising two loading structures3band3cfully loaded with cars. It is represented in the driving position, i.e. with the loading structures3band3cseparated from each other.

In order to maximize the number of cars thus transported, the last car disposed in the lower position at the rear of the loading structure3cis loaded onto an extendable platform reaching the ground for loading, and then raised into the driving position. The car disposed in the upper position at the rear of the loading structure3cis, as for it, loaded onto a pallet1that can be supported in part by the doors10in the open position.

The vehicle according to the invention also makes it possible to implement a method for loading/unloading a road cargo vehicle3for transporting loads utilizing the motor-driven handling device5being guided in movement on longitudinal guide rails7, in order to reach each one of determined loading positions. Said loading/unloading method is preferably controlled by an on-board programmable logic controller (PLC).

In one embodiment of the loading/unloading method according to the invention, the following steps are performed successively.

During a first step a), primary data relating to the loads2are entered or imported into the PLC. Said primary data are related for example to the dimensions, weight and/or preferential orientation of each load2.

During a step b), by means of the PLC the optimal position of loading for each load2is determined based on the primary data and on supplementary data relating to loading/unloading, transport and/or distribution of loads restrictions. Said supplementary data are for example entered by the operator.

During a step c), the automated movements of the motor-driven handling device5are determined by means of the PLC.

During a step d), a pallet1is automatically gripped by the handling device5in a storage position in the loading space and said pallet1is positioned in a loading position located at the rear of the vehicle3. The pallet1is for example set flat on the ground.

In a step e), a load2is then placed on the pallet1.

During a step f), the pallet1supporting the load2is moved automatically by means of the handling device5into its optimal loading position, and said pallet1loaded onto the support structures of the vehicle3is automatically locked.

For unloading purposes, all of the recorded data relating to the loading are used to determine, according to a step g), a sequence of unloading the loaded pallets1disposed in the loading space.

Then, according to a step h), the loaded pallet1is automatically unlocked and moved by the handling device5towards an exterior unloading position at the rear of the vehicle.

According to a step i), the load2is released from the pallet1.

Finally, according to a step j), the empty pallet1is returned automatically by the handling device5and deposited in the storage position in the loading space.

The loading positions and unloading positions are generally located either directly on the ground, or on a loading platform.

According to one embodiment according to the invention, the method consists in repeating the loading operations d) to f) and unloading operations g) to j) in such a way as to completely load, respectively unload, the vehicle3.

According to one embodiment according to the invention, the method advantageously comprises the additional step which consists of opening the hinged doors10to 90 degrees prior to the step d). Said doors10are closed again upon completion of loading if no load2is blocking said manual or assisted closing.

In the case of a vehicle3comprising two loading structures3band3ccoupled together, the method advantageously comprises the additional step consisting of converging the guide rails7a,7bin immediate proximity to each other prior to the step d).

Also, prior to the step d) the loading structures3band3cshould be converged by retracting the telescopic towbar12.

According to an embodiment according to the invention, the method consists, upon completion of the loading/unloading operations, of retracting the handling device5into a defined transport position on the support structures.

In the different figures, the loads2are represented in the form of cars by way of example, although it is obvious to a person skilled in the art that the invention is perfectly suited to the loading/unloading any type of load.

Similarly, the vehicles represented in the figures are given only by way of example and the invention relates to any type of vehicle for loading/unloading loads in a loading space, by the motor-driven handling device5being moved along longitudinal guide rails7supported by the vehicle3.

It is evident that this description is not limited to the examples explicitly described, but that it also includes other embodiments and/or implementations. Thus, one described technical characteristic can be replaced by an equivalent technical characteristic and one described operating step can be replaced by an equivalent step without departing from the scope of the invention.