Patent Application
20240190327
The applications claims priority to and the benefit of German Application No. 102022132923.2, filed Dec. 12, 2022, which is hereby incorporated by reference herein in its entirety.
The invention relates to a logistics system.
In the logistics sector, the efficiency of cargo exchange throughout the entire delivery chain is a crucial factor. Here, vehicle-to-vehicle (V2V) cargo exchange, where a transfer takes place directly from one vehicle to another, is advantageous in many respects but also poses challenges. For example, the transport of individual goods or of a collection of goods in or on goods carriers (for example carriages, racks or pallets) still requires considerable handling effort. Furthermore, the goods can be exposed to environmental or weather influences. In this respect, it is advantageous to use containers that accommodate the goods. However, these relatively large and heavy containers can generally be transferred only using special machines (for example a crane). Manual transfer concepts have also been developed, but these are often work-intensive, inefficient and problematic in terms of safety, and are therefore suitable only for relatively small containers, which are transferred for example onto cargo bicycles or subcompact cars.
No efficient concept exists for transferring relatively large containers which can for example occupy the entire cargo area of a small urban delivery vehicle, often referred to as a “light electric freight vehicle” (LEFV). Such LEFVs can advantageously be used for the so-called “last mile”, that is to say for the route to the end customer. A further problem consists in that the dimensions of a container may not fit well with the dimensions of the different vehicle types. For example, the vehicle that hands over a container to a delivery vehicle (such as an LEFV) for the last mile may have a significantly different width. Furthermore, the vehicle may normally receive several such containers in order to operate economically. The vehicle for the last mile may have to be of smaller width, for example in order to be able to deliver items efficiently in urban areas. Transferring the containers onto vehicles with such different dimensions is difficult and relatively inefficient.
WO 2006/111 620 A1 discloses a container having wheels that are pivotable through 90°, whereby said container can either be moved laterally under a crossmember of a transport vehicle or pulled onto a rear-end ramp of a truck. The pivoting of the wheels may be implemented hydraulically, and initiated by remote control.
EP 4 033 429 A1 presents a method for delivering parcels, in which method the parcels are received in containers and are then loaded onto transport vehicles. The individual container has multiple wheels, by means of which said container can be moved on the ground, and multiple rollers, which do not make contact with the ground. When the container is moved onto an inclined loading edge of a transport vehicle, the rollers make contact with the loading edge and the container is raised slightly, whereby the wheels can be pivoted in. On the transport vehicle, the container can be moved by means of the rollers.
US 2021/0 253 348 A1 has disclosed a storage system comprising a storage grid structure having a top rail grid upon which container handling vehicles work to store and retrieve storage containers in and from storage columns beneath the top rail grid. The storage system comprises multiple transfer rails forming a horizontal transfer rail grid arranged at a level below the top rail grid, at least one transport vehicle operating on the transfer rail grid. The transport vehicle is arranged to move upon the transfer rail grid in two perpendicular directions. For this purpose, the transport vehicle has first wheels and second wheels arranged transversely to the first wheels. The first or second wheels can be selectively raised and thus decoupled from the transfer rails.
WO 2021/91 926 A1 discloses a frame arrangement, the primary rolling means of which are fastened to vertically extendable legs which can be retracted vertically into the frame arrangement, and the secondary rolling means of which are fastened to ends of a horizontally extendable frame that is installed movably in the base of the frame arrangement. By extending the legs, the frame can be brought to the level of a cargo floor of a transport vehicle. The frame arrangement can be supported on the cargo floor by means of the frame, such that the legs can be successively retracted as the frame arrangement is moved horizontally onto the cargo floor.
US 2021/0 206 566 A1 presents a cargo container for maritime transport of cargo, having engagement portions for a container crane, and having wheels that are configured to support the cargo container. Each wheel is adjustable between a running state, in which it supports the container, and a loaded state, in which the wheel has been retracted into the container.
In view of the prior art highlighted here, the use of containers on different vehicles, and the transfer of cargo between these vehicles, still have potential for improvement.
The invention is based on the object of allowing containers to be used on different vehicles in an improved manner.
According to the invention, the object is achieved by means of a logistics system having the features of claim 1, wherein the subclaims relate to advantageous refinements of the invention.
Note that the features and measures individually specified in the following description may be combined with one another in any technically meaningful way and reveal further refinements of the invention. The description additionally characterizes and specifies the invention, in particular in conjunction with the figures.
The invention provides a logistics system. The expression “logistics system” refers to the fact that it is usable in the logistics sector, and is in particular provided for this purpose. It may in particular be provided for transporting goods or consignments to an end customer. The term “system” is not to be interpreted as meaning that it must imperatively have multiple constituents.
The logistics system has a large vehicle, a small vehicle and a container. In particular, the logistics system may have multiple large vehicles, multiple small vehicles and/or multiple containers. The large vehicle and the small vehicle are generally trucks, that is to say road vehicles. The large vehicle is generally a vehicle with a normal track width (for example between 1.80 m and 2.55 m). It is preferably designed to receive multiple containers. The small vehicle may in particular be designed as a light electric freight vehicle (LEFV). Such LEFVs are distinguished by a small size and a low curb weight (typically at most 1 t) and generally by a small track width (for example at most 1.4 m). The small vehicle may be designed to receive exactly one container.
The container may have a container body, which may in particular be cuboidal. The container, in particular the container body, serves to receive goods or consignments. The container has at least one opening for the introduction and removal of consignments. Said opening may be closable by means of a door, which may be designed for example as a pivoting door, sliding door or roller door. It is also possible for multiple openings having corresponding doors to be provided.
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. The longitudinal direction of the vehicle runs parallel or antiparallel with respect to the direction of straight-ahead travel. The long side is a side of the container, in a horizontal direction, which is longer than a short side. The length ratio of the long side with respect to the short side may assume different values, for example may be between 1.5:1 and 3:1. Other ratios are however also conceivable. The long side can be identified with a longitudinal direction of the container, and the short side with a transverse direction. Here, a short side may have a short-side opening that is closable by means of a short-side door, whilst a long side has a long-side opening that is closable by means of a long-side door. In particular, two long-side openings and long-side doors may be provided on opposite sides of the container. The container can be received on a large vehicle such that the long side of said container is oriented along the transverse direction of the large vehicle. It can also be said that the container can be received transversely on the large vehicle. So as not to exceed a maximum admissible width of the large vehicle including the container (for example at most 2.55 m), the length of the container along the long side may be limited to this width extent. Normally, the large vehicle is configured to receive multiple containers one behind the other in a longitudinal direction. This is promoted by virtue of the short side of each container being oriented along the longitudinal direction of the large vehicle.
The large vehicle normally has a cargo bed that is designed to receive at least one container. Here, the width of the cargo bed may correspond to, or be less than, the length of the container along its entire long side. That is to say, the container may optionally project beyond the cargo bed in a transverse direction. The container can be moved along the longitudinal direction of the large vehicle by interacting with the large vehicle via a first movement arrangement. Here and below, the expression “movable along a longitudinal direction” means that there is mobility with at least a component, in particular a predominant component, parallel to the longitudinal direction. The mobility may also have a component in a vertical direction and/or in a transverse direction. In relation to the container, this is a movement transversely to the long side, that is to say in the direction of the short side. The first movement arrangement allows the mobility of the container and may in particular promote same, for example by ensuring a low friction force during the corresponding movement. For example, the first movement arrangement may have at least one rotatably mounted roller element, in particular multiple roller elements. The first movement arrangement is normally assigned both partially to the large vehicle and partially to the container, that is to say has both at least one constituent on the large vehicle and at least one constituent on the container, which constituents interact with one another. In particular, by means of the first movement arrangement, the container may be capable of being pushed onto the large vehicle, or onto the cargo bed thereof, from a rear end of the large vehicle.
Furthermore, the container can be received, with the long side oriented along a longitudinal direction of a 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. The container can be received on a small vehicle such that the long side of said container is oriented (that is to say aligned) along a longitudinal direction of the small vehicle. It can also be said that the container can be received longitudinally on the small vehicle. The small vehicle also normally has a cargo bed that is designed to receive at least one container, normally to receive exactly one container. The container may optionally project beyond the cargo bed in a longitudinal direction and/or in a transverse direction. So as not to exceed a maximum admissible or desired width of the small vehicle including the container (for example at most 1.4 m), the width of the container along the short side may be correspondingly limited. The container can be moved along the longitudinal direction of the small vehicle by interacting with the small vehicle via a second movement arrangement. In relation to the container, this is a movement in the direction of the long side. The second movement arrangement allows the mobility of the container and may in particular promote same, for example by ensuring a low friction force during the corresponding movement. The second movement arrangement, too, may have at least one rotatably mounted roller element or multiple roller elements. The second movement arrangement is normally assigned both partially to the small vehicle and partially to the container, that is to say has both at least one constituent on the small vehicle and at least one constituent on the container, which constituents interact with one another. In particular, by means of the first movement arrangement, the container may be capable of being pushed onto the small vehicle, or onto the cargo bed thereof, from a rear end of the small vehicle.
The container furthermore 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. The legs are arranged adjustably on the abovementioned container body. In a deployed position, said legs project downward from the container body. In this deployed position, said legs serve to support the container body on the ground. Normally, at least four legs, in particular exactly four legs, are provided. The legs are adjustable into a retracted position; this encompasses both manual adjustability and adjustability by motor or actuator means. Normally, the legs are permanently connected to the container body, such that an adjustment is possible without detaching the legs. The adjustment into the retracted position is intended for a situation in which the container is to be received on a vehicle, that is to say the large vehicle or the small vehicle. In the retracted position, the legs have, overall, been adjusted upward relative to the deployed position, and project downward to a lesser extent, or even do not project downward at all, from the container body. The adjustment may in particular be translational and/or rotational. It is also conceivable for parts of a leg to be adjusted relative to one another, for example with telescopic or buckling, that is to say foldable, action.
The logistics system allows an efficient transfer of the container between the large vehicle and the small vehicle, as well as efficient transport of the container. By means of the first movement arrangement, the container can be moved easily, possibly even manually, on the large vehicle. This allows suitable positioning on the large vehicle. The container can also be easily loaded and unloaded via the rear end whilst being supported entirely or partially via the movement arrangement. When its legs are in the deployed position, the container can be set down on the ground. The container body is thus at an advantageous height that promotes loading. For reception on one of the vehicles, the legs may be adjusted into their retracted position so as not to cause an obstruction that would impede reception and/or movement on the vehicle. Correspondingly, by means of the second movement arrangement, the container can be moved easily, possibly even manually, on the small vehicle. This allows suitable positioning, as well as possible loading and unloading via the rear end. The two movement arrangements support a different arrangement on the two vehicles. The container can thus be positioned transversely on the large vehicle, whereby a greater (admissible) width of the large vehicle can be optimally utilized. Furthermore, multiple containers can thus advantageously be received one behind the other along a longitudinal direction of the large vehicle. On the small vehicle, the container is received longitudinally, such that its short side is oriented along a transverse direction of the small vehicle and thus the overall width of the small vehicle (including the container) can be kept small.
Preferably, at least one movement arrangement has at least one vehicle-mounted track element and, interacting therewith, at least one container-mounted runner element. The track element extends in a longitudinal direction, but does not necessarily run parallel to the longitudinal direction. By its direction of extent, said track element normally defines the direction of the mobility of the container. Said track element may optionally have guide structures which, transversely to the direction of extent, produce a form fit with the runner element. The track element is normally arranged on, or forms a part of, the cargo bed. Said track element may have both elements that are connected fixedly to a vehicle body of the vehicle and elements that are movable relative to the vehicle body, in particular the aforementioned roller elements. The vehicle may have multiple track elements. The container has at least one runner element which interacts with, and is movable along, the at least one track element. The runner element may be fixedly connected to, and may even form a part of, the container body. Said runner element may however also be movably, in particular rotatably, connected to the container body. Said runner element may have at least one roller element that can roll on a track element. The vehicle may have multiple runner elements. In particular, multiple runner elements may be provided for interacting with a single track element.
In one refinement, provision is made for the first movement arrangement to have first roller elements, which are arranged on the container and oriented transversely to the long side of same, as runner elements, and to have first rails, which are arranged on the large vehicle and extend along the longitudinal direction of same, as track elements. The first roller elements are rotatable relative to the container body. Their axis of rotation is normally in a fixed position on the container body. Said first roller elements are oriented transversely to the long side, i.e., can roll transversely to the long side, that is to say parallel to the short side. Their respective axes of rotation are in this case oriented parallel to the long side. The first rails form track elements with which the first roller elements interact. Said rails may, at least in part, be fixedly connected to the vehicle body. Provision is normally made here for the first roller elements to be guided along the first rails, that is to say for a form fit with the first roller elements to be produced transversely to the direction of extent of the first rails. At least in some embodiments, the first roller elements may also be referred to as first wheels. It is preferable for two first rails and four first roller elements to be provided.
Provision may furthermore be made for the second movement arrangement to have second roller elements, which are arranged on the container and oriented parallel to the long side of same, as runner elements, and to have second rails, which are arranged on the small vehicle and extend along the longitudinal direction of same, as track elements. The second roller elements are rotatable relative to the container body. Their axis of rotation is normally in a fixed position on the container body. Said second roller elements are oriented parallel to the long side, i.e., can roll parallel to the long side, that is to say transversely to the short side. Their respective axes of rotation are in this case oriented transversely to the long side. The second rails form track elements with which the second roller elements interact. Said rails may, at least in part, be fixedly connected to the vehicle body. Here, too, provision is normally made here for the second roller elements to be guided along the second rails, that is to say for a form fit with the second roller elements to be produced transversely to the direction of extent of the second rails. At least in some embodiments, the second roller elements may also be referred to as second wheels. It is preferable for two second rails and four second roller elements to be provided.
In order to prevent the first roller elements from colliding with the second rails or the second roller elements from colliding with the first rails, provision is preferably made for the first roller elements and the second roller elements to project downward from a container body to different extents. This may mean that the first and second roller elements are of different size and/or that their axes of rotation are arranged different distances below the container body. Alternatively or in addition, a collision can also be avoided if the first roller elements are arranged offset with respect to the second roller elements both parallel to the long side and parallel to the short side.
To guide roller elements of the container to both sides in the transverse direction, the rails of at least one vehicle may have flange portions. The flange portions normally extend in a vertical direction. They may project upward laterally with respect to at least one base portion of the rail. They produce a form fit with the roller elements of the container in a transverse direction, specifically to both sides, that is to say to the “left” and to the “right”. Here, a form fit may be produced with different roller elements in one direction than in the other direction. For example, a “left-hand” rail could produce a form fit to the “left” with “left-hand” roller elements, whilst a “right-hand” rail produces a form fit to the “right” with “right-hand” roller elements. The rails preferably have a run-in region in which the flange portions are inclined toward the transverse direction in relation to the longitudinal direction and in which the spacing of said flange portions decreases in a forward direction as viewed from the rear end of the vehicle. The run-in region makes it easier for the roller elements to be introduced into the rails.
As already mentioned above, each container may have at least one long-side opening, in particular two long-side openings on opposite sides. Aside from the loading and unloading of consignments into and out of the container, this can also be utilized to allow a direct transfer of cargo from one container to the other. In one preferred refinement, multiple containers can be received on the large vehicles such that long sides of in each case two containers are arranged adjacent to one another, and consignments can be transferred between the containers via long-side openings formed in the long sides. That is to say, the long sides of the containers, which are oriented along the transverse direction of the large vehicle, face one another and are adjacent to one another. Here, a certain spacing may remain between the long sides of the containers, which spacing is however typically at most a few centimeters or even a few millimeters. The containers may also be in contact with one another. With suitable arrangement, the long-side openings of two containers that are arranged adjacent to one another in a longitudinal direction of a large vehicle may overlap, such that consignments can be transferred directly from one container to the next through the long-side openings. This is self-evidently the case when long-side doors are open. It is furthermore possible for consignments to be transferred from the rearmost container in a direction of travel into the next container toward the front, and onward from there into the next but one. It is thus possible for all of the containers to be loaded successively via the rearmost container without having to be unloaded from the large vehicle. Unloading is also possible via the rearmost container. Container floors of the containers are in this case advantageously arranged at least adjacent to one another. A virtually step-free and gapless transition from one container floor to the next is thus possible. This in turn is advantageous if the consignments consist of trolleys or have been loaded onto trolleys. The individual trolleys can then be pushed from one container floor onto the next, making a transfer much easier. The height of the container floor and the height of the cargo bed of the large vehicle may be coordinated with the height of a static platform such that the trolleys can be transferred, without a (significant) difference in height, from the platform into the rearmost container and vice versa.
In order to make the loading and unloading of the container easier, provision is advantageously made for at least one vehicle to have a ramp unit 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 the ground. The ramp unit is arranged to the rear, that is to say at the rear end, with respect to the longitudinal direction of the vehicle. Said ramp unit is either downwardly tiltable or is permanently downwardly tilted. This refers to a downward tilt from front to rear, that is to say the rear part of the ramp unit is arranged (or can be arranged) lower than the front part. The ramp unit may have at least one track element or a portion of a track element, in particular a rail or a portion of a rail. The ramp unit is configured to support at least one runner element whilst at least one leg of the container is standing on the ground. In this state, the container is thus supported partially on the vehicle, via the at least one runner element and the ramp unit, and partially on the ground, via the at least one leg. For this purpose, the tilt and height of the ramp unit are adapted to the dimensions of the container and in particular of the at least one leg. Here, the corresponding leg is in its deployed position. Owing to the support provided partially via the ramp unit, on the one hand, and partially via the legs, on the other hand, the loading and unloading of the container are made easier. For example, during the loading process, the ramp unit can relieve adjacently arranged legs of load, such that said legs can be adjusted into the retracted position. During unloading, it is correspondingly possible for legs to be gradually adjusted into their deployed position whilst the container is still supported via the ramp unit. Owing to the tilt of the ramp unit, container can, during unloading, be gradually lowered whilst being pushed towards the rear end. Conversely, in accordance with the principle of an oblique plane, said container can be gradually raised whilst being pushed forward from the rear end during the loading process. Here, firstly the front legs, and then the rear legs, can be relieved of load and then adjusted into the retracted position.
Preferably, in order to receive the container, at least one ramp unit is or can be arranged between two legs of the container in a transverse direction. That is to say, the width of the ramp unit in a transverse direction of the relevant vehicle is smaller than the spacing of the legs. Accordingly, the vehicle can be moved to bring the ramp unit between the legs, for example by virtue of the vehicle being reversed. Conversely, the container could be moved forward to the vehicle until the ramp unit is arranged between the legs. Likewise, during unloading, the legs can be adjusted into the deployed position to the sides of the ramp unit whilst the container body is still arranged entirely or partially on the ramp unit.
One refinement provides for at least one ramp unit to be pivotable about a pivot axis running in a transverse direction. By way of a corresponding pivoting operation, the ramp unit can be either downwardly tilted or for example set into a horizontal position, upwardly tilted or even set into a vertical position. By means of a horizontal or upwardly tilted position, the ramp unit can for example be used to receive a container from, or transfer a container onto, an elevated platform. By means of a steeply upwardly tilted or vertical position, the ramp unit can be utilized to form a rear boundary of the cargo bed, whereby the one or more containers can be secured against falling off. A different tilt of the ramp unit can possibly also be utilized to be able to better receive or set down the container if the underlying surface is not horizontal and there are therefore height differences between the position of the vehicle and the position of the container.
Preferably, at least one vehicle has a traction device which is couplable to the container and which is configured to pull the vehicle and the container toward one another along the longitudinal direction. The traction device may in particular have a winch and a traction cable that is provided with a suitable coupling element in order to be coupled to the container. This could for example be a hook that is hooked into an eyelet on the container. Depending on the state of the container and that of the vehicle, the vehicle may remain stationary whilst the container moves toward the vehicle, the container may remain stationary whilst the vehicle moves toward the container, or both may move. The traction device may furthermore be configured to pull the container on the vehicle into an intended position relative to the longitudinal direction.
At least one vehicle may have a conveyor device which is configured to form-fittingly engage with the container and push the container, which is received on the vehicle, along the longitudinal direction. The conveyor device may have one or more driver elements that can engage with a particular region on the container, for example on the container body, and drive the container along. For example, the conveyor device may have a circulating conveyor element, a type of conveyor belt or link conveyor, which bears the driver elements. The conveyor device may be arranged between two track elements in a transverse direction, along which track elements the runner elements of the container are moved. By means of multiple driver elements, it would also be possible for multiple containers to be moved simultaneously.
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:
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.
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
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.
| Number | Date | Country | Kind |
|---|---|---|---|
| 102022132923.2 | Dec 2022 | DE | national |
