DE102024000518B3 - Expansion system for vehicle hulls, consisting of frame - Google Patents

Abstract

The invention relates to a vehicle bodywork conversion system that enables simple, defined spatial design within the complex shape of an interior body (18). The system consists of a basic framework with bulkhead frames (1, 2, 3), connecting battens (10), floor panels (12), ceiling panels (13), and wall panels (8, 11). The lower wall panels (8) are positioned at right angles to the floor panels (12). The bulkhead frames adapt to the bodywork of the vehicle body (18) and consist of four individual bulkheads (1, 2, 3). The bulkheads overlap at their respective ends and are connected at the overlaps (6). A basic framework always consists of at least two bulkhead frames. Due to the positive connection of the components to one another, the basic framework is inherently rigid and stable and therefore does not require attachment to a shell. The drawings and designs provided describe a variant of the system on a panel van.

Description

problem

For various applications, fittings, such as furniture, must be installed in non-rectangular outer shells, such as those of boats, airplanes, or vans. Since these shells are generally not rectangular, unskilled workers cannot be employed for the fittings. This patent creates a rectangular interior structure that can be installed by unskilled workers and into which standardized fittings can be installed by unskilled workers.

In addition, the system creates a sustainable, transferable solution that conserves resources because the system can be completely installed in other shells (e.g. vehicles).

State of the art

Common practice is to individually adapt the installed items to the complex contours of the body. In this case, the side walls of the installed items are often oversized to the body side and precisely adapted to the contours of the vehicle shell (18). A disadvantage of this approach is the high labor requirement and the fixed allocation of the furniture within the vehicle. Furthermore, there is often a significant loss of space behind the rear wall (15) of the furniture. This means that even with an automated process, an installation shape is provided for each space in the vehicle that only fits in that location. This loses the option of rearranging the furniture or installing it in other shells, and is inflexible.

There are existing interior systems that use plywood panels. These are manufactured with a concave shape to fit the body of the vehicle. The consequence of this method is that the panels must all be firmly screwed to the vehicle. Furthermore, the concave shape of the wall cladding panels creates V-shaped gaps between the furniture. Furthermore, dimensional tolerances in the bodywork result in different dimensions for the room width and height each time.

Another commonly used method is covering the body with thin, flexible wooden panels, which are screwed and glued to the interior of the vehicle. This creates a very thin, unstable wall that should not be used for furniture installation. Furthermore, the resulting room is completely different in size each time. The curvature of the wooden panels that line the interior body is different with each removal. Therefore, all furniture or built-in items must be individually adjusted to the new shape. This irrevocably determines the installation location.

Wood is used as an example material in this explanation. In principle, other materials are also quite common.

This means that self-construction loses what truly defines it: free, flexible spatial design. This free and flexible spatial design is what distinguishes self-construction from mass-produced standard solutions.

Furthermore, this method cannot be implemented by unskilled workers.

D1:

From the DE 20 2012 102 024 U1 A flexible tubular frame is known. This frame can be variably integrated into different vehicles because the tubular frame is not precisely adapted to the body, but rather is rectangular and has a smaller size to allow integration into the panel van. However, due to the lack of a form-fitting connection, the frame must be firmly lashed to the vehicle.

The frame has neither a solid floor nor a ceiling. The sides are covered with fabric, but do not form a fully load-bearing wall. This makes attaching standard furniture difficult and requires unskilled installers to use furniture specifically designed for this system.

At least one cross member stabilizes the frame. However, the open front allows for variable width of the cargo space, as the longitudinal beam elements don't necessarily have to run parallel to each other. This flexibility makes planning and assembling furniture difficult for unskilled workers.

The system essentially consists of two longitudinal beam elements running parallel to the direction of travel. This limits the maximum width of the cargo space. While this system allows for the creation of basic motorhome elements, creating a fully-fledged motorhome is difficult due to the required lashing and limited adaptability to standard furniture.

D2:

From the DE 10 2021 003 342 A1 is a mobile unit for use in panel vans as living space, office space, sales space or storage space. This mobile unit should be able to be installed and removed from the van as a single unit. The mobile unit does not have fixed walls and therefore prevents the easy installation of standard furniture. This requires specially manufactured furniture that is adapted to the system and has corresponding tensioning options. The support frame of the mobile unit is tensioned directly against the ceiling of the vehicle body, which can cause problems when the materials expand or contract. In addition, tensioning straps are provided for fastening. This means that there is no form-fitting connection to the vehicle. The mobile unit is therefore to be regarded as cargo and, although it offers the core functional elements of a caravan, is not the basis for a fully-fledged motorhome.

D3:

From the DE 60 2004 003 795 T2 is a cargo ship used for transporting general cargo, vehicles, containers, and steel materials such as pipes. It allows for a very high degree of flexibility in loading ships with mixed cargo.

D4:

From the DE 19 51 569 A A flexible support structure for a container ship is known. The patent describes a cell structure for accommodating and holding containers, particularly for transport on board a ship. The invention enables containers of various lengths to be held and transported in stacks.

Task

The object of the invention is to enable an unskilled worker to convert a van or other vehicle body (18) into a fully functional mobile home or flexible transport space with straight walls perpendicular to the ground, without having to screw into the body or vehicle body (18) or glue anything to it. Furthermore, the entire installation should be removable and disassembled without damaging the vehicle.

Solution

The object is achieved by the features of independent patent claim 1. Advantageous embodiments of the invention are described in the subclaims.

manufacturing process

The patented idea originated from the idea of converting a van for tradesmen so that it functions both as a work vehicle and as a campervan. This multi-purpose use can then be quickly expanded to other areas that incorporate installations into an outer shell.

For example, the insurance agent who uses the van as a mobile office for his customers in the countryside and also takes it on vacation in the summer.

Another example would be field staff who use the van as a mobile exhibition stand.

This multi-use of vehicles is intended to help ensure that fewer vehicles need to be produced and that not every vehicle is converted for a single purpose. The aim is to conserve resources in vehicle production and also in the production of conversions. Ideally, the systems for this must also be very durable.

Another aspect of the patent idea is to enable laypeople without professional tools, materials and know-how to carry out professional camper conversions.

For all these applications, a modular system is required to allow the components to be replaced as needed and thus create a fully functional system for multiple applications.

Furthermore, the ability to replace individual parts is important for longevity. Therefore, the system must essentially be able to do without any bonding or jointing. This is difficult because the vehicle shell shape is always very complex.

I chose a Peugeot Boxer van as the prototype for the project and measured it according to the rules of a standard carpenter's workshop. These measurements were then incorporated into a CAD drawing program. Based on the measurement data, I then developed a frame shape based on the outer contour that precisely fits the body but has straight walls on the inside.

This frame contour is always oversized in relation to the access, so that it cannot be considered as part can be inserted into the shell. Therefore, the structure requires dividing options that allow for secure and unambiguous installation at the intended installation location. State-of-the-art assembly methods here involve screws, clamps, or adhesives, although adhesives, if they are not removable, are simply not a sustainable solution.

Milling would also result in a huge amount of unqualified waste, which would also be unsustainable. However, this can be compensated for using 3D printing processes. For standard shapes, the frame typically consists of three basic parts and a roof section.

The fastening direction often depends on the positioning of the frame contact surface, so the overlaps may need to be adapted to the frame contact surfaces. Blunt end-to-end connections are generally too unstable. If the installation is to be permanently replaceable, consideration must be given to the potential for detachability. Overlapping connections are therefore generally the best option. For this reason, an overlapping screw connection was chosen for the prototype, which perfectly connects and secures the frames.

To secure the frames to each other and ensure stability, connectors are required to provide stability to the inner contour and secure the frames to the hull. To reduce the required installation space, it is often advisable to install the connectors in recesses (19) in the side frames (2). This was implemented in the prototype version. On the floor, the connecting pieces (10) were placed between the frames because there was insufficient space for a notch in the floor frame (3).

The coordination of the installation system with the CNC milling machine is crucial so that the process is reproducible and does not have to be started again each time.

This creates a reproducible, standardizable, and transferable base frame (21) with angular base structures. This base frame (21) can now be paneled. The assembly of the base frame (21) and the wall cladding panels (8, 11) can now be performed by unskilled workers or robots.

The wall cladding panels (8, 11) require a flexible fastening system that can be designed according to different criteria. The wall cladding panels (8, 11) of the inner contour were provided with milled C-profiles (9) in the prototype. This created a fastening system that works with T-nuts and allows for flexible fastening and disassembly.

This allows for flexible installation design. In many cases, tolerance compensation is not necessary. Should this construction technique be necessary, it can be easily achieved using elongated holes (14), for example. The elongated holes (14) make the T-nuts easier to locate and the installation can be more easily secured to the wall. This is advantageous when using unskilled labor or image recognition systems for machine control.

The process flow and design features were implemented in the prototype and the assembly proved to be easy to implement, so that this principle can be easily applied by do-it-yourselfers, unskilled assistants or robots.

The prototype was extensively tested in practice across various climates and demonstrated excellent durability and no deterioration of properties, which is not the case with many non-angular systems. This patent therefore represents an opportunity for higher quality construction by low-skilled workers.

Description

The invention relates to a construction system for non-angular and non-flat outer shells, such as the loading space of box vans, which creates a structure with a flat floor and straight walls perpendicular to this floor by means of a frame (20) or a base frame (21). The walls can have an inward or outward bend (17) if this is structurally appropriate.

By installing the system, a simple and defined space is created in the complex shell shape, for example the loading area of a box van, which can be expanded with standardized fittings.

The measurement of such interior contours requires professional methods and must be performed by qualified specialists. This makes it possible to adapt the system to the body's form-fitting dimensions, and the complex shape of the body can be reduced to straight walls. This method provides a system that can be assembled by unskilled workers and meets sustainability requirements. For example, no adaptation of fixtures to the shell is necessary. The system is resource-efficient, as furnishings such as furniture designed for domestic use can also be used in the vehicle thanks to the system, thus transferring them to other vehicles. This increases the lifespan of the furniture, as it can be reused and becomes more flexible in its use.

It also increases the service life of the frame, as it does not have to be disposed of as a whole if individual installation items are damaged. The parts are easy to replace because they do not need to be glued or connected to the vehicle itself. The fact that the extension system can be dismantled means that in the event of vehicle damage, the extension can be removed and installed in a new vehicle. This also makes it possible to do without permanently gluing or connecting the extension system to the vehicle. It is possible to securely integrate the system into a vehicle without gluing. This avoids the irreversible bond between the extension and the vehicle shell (18), which would mean that everything would have to be disposed of if one part was damaged.

The expansion system is designed to be manufactured entirely from wood, making it possible to produce the system using a renewable raw material. The poplar veneer plywood version chosen for the prototype combines the stability of the panel construction with a highly sustainable material. This makes CO2-neutral installations possible.

It is recommended to use a material that has the following properties: It should be lightweight, stable, and sustainable. For example, the prototype was made with poplar veneer plywood.

A veneer plywood panel consists of many thin veneer layers. The grain, or growth direction, of each veneer layer is always at 90 degrees to the previous layer. This has the advantage of making the panel more stable and eliminating the tendency to bend. Furthermore, the different aligned layers protect each other from swelling and shrinking. Poplar is a particularly sustainable and practical wood option.

Quote:

"Poplar is one of the tree species with the highest CO2 storage capacity in the world. It absorbs an average of 21 tons per hectare per year and is characterized by rapid growth and its performance in keeping water clean. Poplar wood products, in turn, are excellent CO2 sinks."

Source:

(https://www.garnica.one/de/nachhaltigkeit.html#:~:text=The%20poplar%20is%20one%20of%20the,and%20are%20large%20CO2%2Dstores.)

Recycled wood materials such as particleboard can also be used for the wall cladding panels (8, 11). This allows the CO2 stored in the wood to be bound for an even longer period. Another sustainable material option for the system would be recycled plastic panels.

The system is designed to be manufactured entirely from renewable or recycled raw materials.

The basic framework (21) typically consists of frame members (20), connecting pieces (10), wall cladding panels (8, 11), floor panels (12), and ceiling panels (13). This design has already been used in a prototype of the system for a van conversion.

• Die Spantenrahmen (20) schmiegen sich an die Karosserieform (7) im Inneren des Laderaums des Fahrzeugs an. Sie sitzen zwischen den vorhandenen senkrechten Karosseriespanten. Die vorhandenen Spanten der Karosserie steifen die dazwischenliegenden Bleche aus und ermöglichen einen stabilen Aufbau des Laderaums. Die Karosserie weist sowohl senkrechte Spanten, als auch waagerechte Spanten auf. Die Seitenspanten (2) des Ausbausystems sitzen zwischen den senkrechten Karosseriespanten. So kann die Raumbreite des Laderaums besser ausgenutzt werden. Es ist somit möglich ohne einen erheblichen Raumverlust in der Breite einen dennoch stabilen Spantenrahmen (20) einzusetzen. Die waagerechten Karosseriespanten werden durch die Seitenspanten (2) des Ausbausystems ausgespart. Die Aussparungen (19) und die Außenkontur der Spantenrahmen (20) folgen der Innenhaut der Fahrzeughülle (18). Sie sind allerdings nicht passgenau sondern haben einen umlaufenden, maßlichen Rücksprung. Dieser sorgt für ein problemloses Ausdehnen und Zusammenziehen der unterschiedlichen Materialien von System und Karosserie bei hoher Temperaturschwankung.

In the following, a possible system design is explained using the prototype for a Peugeot Boxer van and is illustrated by the 1 to 14 supports:

• The bulkhead frames (20) conform to the body shape (7) inside the vehicle's cargo area. They are located between the existing vertical body bulkheads. The existing body bulkheads stiffen the intervening sheets and enable a stable construction of the cargo area. The body has both vertical and horizontal bulkheads. The side bulkheads (2) of the conversion system are located between the vertical body bulkheads. This allows the width of the cargo area to be used more effectively. This makes it possible to use a stable bulkhead frame (20) without a significant loss of space in terms of width. The horizontal body bulkheads are recessed by the side bulkheads (2) of the conversion system. The recesses (19) and the outer contour of the bulkhead frames (20) follow the inner skin of the vehicle shell (18). However, they do not fit perfectly but have a circumferential, dimensional recess. This ensures that the different materials of the system and body can expand and contract smoothly even when exposed to high temperature fluctuations.

The frame frames (20) consist of four individual frames: two side frames (2), one bottom frame (3) and one ceiling frame (1).

The frames (1, 2, 3) overlap at the four corners of the frame (20). If the profile overlaps (6), the holes (5) at the ends of the respective frames also overlap. Connectors, such as threaded screws, can be inserted through the holes. The connector can be counter-tightened from the other side. This means that the profile of the frames now overlaps exactly flush. This connects two frames to each other and forms a stable corner connection (6). The precise and flush corner connection is crucial so that the cladding panels (8, 11, 12, 13) can be fixed exactly in line. In addition, the flush corner connection ensures the right angle between the floor panel (12) and the lower wall cladding panels (8). This corner connection allows the frame frames (20) to be dismantled without any loss of quality. This is important when the system is frequently assembled and disassembled, as it is then just as stable with each new assembly as it was before. This contributes to a long service life of the parts and flexible use of the vehicle. If the vehicle is totaled and needs to be scrapped, the conversion does not have to be scrapped, but can be transferred to a newer vehicle. This also makes it possible to upgrade to a more modern, climate-friendly vehicle model at any time without having to purchase a new conversion system. This is particularly interesting since many vehicle manufacturers are launching identical electric versions of their vehicles.

The frame frames (20) are slightly undersized compared to the body shape (7) (the shape of the body is in 3 (shown very simplified). This leaves enough air between the frame and the body to bond insulation and elastically compensate for any dimensional tolerances in the vehicle shell (18). It should be noted that the vehicle shell (18) of the vehicle has different shrinkage dimensions than the frame (20). Depending on the material selected, the frame (20) will shrink more or less. To prevent warping or damage to the frame (20) or the body, the distance between them is planned. An elastic insulation layer can be attached to the inside of the body. This allows the outer contour of the frame (20) to fit tightly enough to the vehicle body so that it does not move or cause noise while driving. However, the outer contour does not fit so tightly to the vehicle body that damage occurs due to different shrinkage behavior of the different materials. In addition, the insulation layer prevents condensation from forming on the inside of the body. This prevents damage to the frame (20) due to swelling. It also prevents damage to the vehicle’s rust protection.

The side frames (2) are identical in design and feature notches (4) on the inside into which connectors (10) can be inserted. The fit of these notches (4) is crucial for the ease of assembly of the system for the end user. A precise notch ensures that the frames are already stable with the connectors (10) simply inserted. The distances between the frames can then be precisely determined using measuring or spacers before the parts are screwed together.

The connecting pieces (10) are inserted into the notches (4) and screwed to the frame frames (20). They connect the frame frames (20) to each other. The connection is made in the side frame (2).

Several frame frames (20) are required for a basic frame (21). The number depends on the length of the van. The longer the van, the more frame frames (20) are required.

By connecting the frames with the connecting pieces (10) the construction is stiffened.

The connecting pieces (10) can be made of any suitable material. Renewable regional materials such as spruce wood are also conceivable and were also used in the prototype.

In the lower part of the frame, i.e., at the bottom, the battens or connecting pieces (10) are attached between the frames and screwed into the prototype. There are no notches (4) for the connecting pieces (10) here. However, a design with half-lapped battens and half-notched bottom frames (3) is also possible.

Floor panels (12) are mounted on the lower frame structure of this structure. Wall cladding panels (8, 11) are attached to the side walls of the base frame (21).

When installing the system in vans, the floor panels (12) and the lower wall cladding panels (8) must be recessed for the wheel arches. The recesses (19) vary depending on the type and size of the van.

The wall cladding panels (8, 11) contain either milled C-profiles (9), grid holes (16), or similar form-fitting connection points. The walls can also be constructed without prefabricated connection points.

T-nuts (e.g., DIN 508) can be inserted into the C-profiles (9). These may have a thread or other fastening option. A threaded screw can be inserted into the T-nut through holes or slots (14) in the back panel (15) of the built-in items, such as furniture. This ensures that the furniture is firmly clamped to the wall.

In the case of the grid holes (16), sleeves are inserted into the grid holes (16) from the rear side (side facing the body). Other form-fitting connection points for the wall cladding panels (8, 11) are also possible.

The built-in units that fit the system have horizontal slots (14) (e.g. 50 mm long) in the rear wall (15). These slots (14) are located at the height of the C-profiles (9). The slot has the advantage that the T-slot nut or sleeve is easier to find. This means that the unit does not have to be placed exactly where it is to be fixed; the approximate position is sufficient to find the connectors. It also allows the furniture to be easily moved to the left or right. In the version with C-profiles (9) and T-slot nuts, this is easily possible anyway. In the version with grid holes (16) and sleeves, the slot offers the only way to move the piece of furniture to the left and right while the connecting screws are installed.

If the side walls (8,11) are designed with grid holes (16) and sleeves, the elongated holes (14) in the rear wall (15) are located at the level of the holes in the side walls (8,11).

A variant without any prefabricated mounting options is also conceivable. For example, the built-in elements could be screwed into the lower wall cladding panel (8) or the upper wall cladding panel (11) at any location. A solution with adhesive is also possible, but the goal is a sustainable solution without adhesives.

The furniture designed for the system always has the same square footprint, which allows for interchangeable pieces. This has the advantage that no piece of furniture has a fixed location, but can be moved at any time. This contributes to the longevity of the system, as the pieces can also be replaced individually, allowing the system to be adapted to the needs of the customer.

Thanks to its modular design, a van equipped with the system can offer multiple uses. A conceivable option is a self-employed tradesperson who owns a van for assembly work and also enjoys vacationing in a camper van. Thanks to the quick and flexible assembly of furniture, they can use the system for both purposes. In the long term, this will allow more and more people to do without a second vehicle, reducing the CO2 emissions from production.

The lower wall cladding panels (8) are mounted up to the height of the bend (17) in the side frames (2), running at right angles to the floor panels (12). The upper wall cladding panel (11) is mounted above the bend (17) in the side frames (2). In the prototype, the bend (17) is located at a height of 1270 mm above the floor panels (12), allowing the installation of all furniture with a standardized kitchen worktop height without any adjustments to the shape. DIN standard 68930-1 specifies a height of 85 cm ± 5 cm for kitchen worktops.

The upper wall cladding panel (11) is slightly inclined inward. The height of the kink (17) and its angle can vary depending on the panel van and further development. The kink (17) ensures maximum space utilization with the simplest possible cross-section of the interior space. The body of the load compartment is reinforced longitudinally at the upper edges by corner formers. This reinforcement of the upper edges takes up a lot of space in the interior of the vehicle. Therefore, a system with a straight side wall, without a kink (17), would drastically limit the space width or height, as this wall would have to be positioned much closer to the center of the space.

Both the upper wall cladding panels (11) and the lower wall cladding panels (8) can be fixed to the base frame (21) or the battens.

The gaps created by the system between the cladding panels (8, 11, 12, 13) and the vehicle shell (18) can serve as thermal and acoustic insulation between the vehicle interior and the outside world. Additionally, the gap can be filled with insulation such as glass wool to further increase thermal and acoustic insulation. The gaps can also be used for concealed routing of electrical cables, water pipes, and Gas lines are used. The quick removal of the wall cladding panels (8, 11) also allows for easy, regular inspection. An inspection hatch can also be integrated into the paneling for such cases.

The ceiling panels (13) are usually thinner and easier to bend and can be fixed to the upper frames (1). ( 3 ) A straight version of the ceiling plate, which runs parallel to the floor plate (12), is also possible.

Invention benefit

1. 1. Der Aufbau ermöglicht es, einen maßlich immer gleichen rechtwinkligen Raum in jeden passenden Kastenwagen zu integrieren.
2. 2. Die montagefreundliche Ausführung ermöglicht es auch Laien oder Robotern, den Aufbau des Systems auszuführen.
3. 3. Die rechtwinklige Form hat den Vorteil, dass die Möbel nicht an die unregelmäßige Form der Karosserie angepasst werden müssen, sondern einfach rechtwinklig gefertigt werden können. Dadurch kann die Position der Möbel auch jederzeit gewechselt werden.
4. 4. Der Aufbau ist durch das Grundgerüst (21) mit den Spantenrahmen (20) und den Verbindungsstücke (10) sehr stabil und verwindungssteif.
5. 5. Das System steift sich selbst aus, dadurch ist eine Verschraubung des Systems mit der Karosserie nicht notwendig. Somit muss in die Fahrzeugstruktur nicht eingegriffen werden.
6. 6. Das System kann vollkommen auf eine Verklebung der einzelnen Komponenten verzichten. Dadurch sind das ganze System und die dazugehörigen Möbel jederzeit zerlegbar und austauschbar. Dadurch kann die Position der Möbel jederzeit gewechselt werden.
7. 7. Das ganze System kann im Falle eines Schadens am Kastenwagen ausgebaut und in einen neuen Kastenwagen eingebaut werden ohne einen Verlust von Stabilität und Qualität. Dadurch ist das System sehr langlebig und nachhaltig.
8. 8. Das System ist automatisiert fertigbar.

The invention has the following advantages over the prior art:

1. 1. The design makes it possible to integrate a rectangular space of the same dimensions into any suitable van.
2. 2. The easy-to-assemble design allows even laypeople or robots to assemble the system.
3. 3. The rectangular shape has the advantage that the furniture does not have to be adapted to the irregular shape of the body, but can simply be manufactured at right angles. This also allows the position of the furniture to be changed at any time.
4. 4. The structure is very stable and torsion-resistant due to the basic frame (21) with the frame members (20) and the connecting pieces (10).
5. 5. The system is self-bracing, eliminating the need to bolt it to the body. This eliminates the need to modify the vehicle structure.
6. 6. The system completely eliminates the need for gluing individual components. This allows the entire system and the associated furniture to be disassembled and replaced at any time. This allows the furniture to be repositioned at any time.
7. 7. In the event of damage to the van, the entire system can be removed and installed in a new van without any loss of stability or quality. This makes the system extremely durable and sustainable.
8. 8. The system can be manufactured automatically.

Concrete examples

The invention can be implemented in various specific embodiments. The thickness of the insulation can vary, as can the material selection for the frame (20) and the wall cladding panels (8, 11). The shape of the inward bend (17) of the wall can also vary. The attached drawings show the system design for a FIAT Ducato, Peugeot Boxer, Citroen Jumper, or Opel Movano. However, the system could also be applied to other panel vans, with an adapted frame contour and dimensions. A variant design for other vehicles such as trucks, boats, trains, or aircraft is also possible.

List of reference symbols

1

Ceiling frames

2

Side frames

3

Bottom frames

4

Notches

5

Drilling

6

overlap

7

Body shape

8

lower wall cladding panel

9

C-profiles

10

Connectors

11

upper wall cladding panel

12

floor slabs

13

Ceiling panels

14

Slotted holes

15

back wall

16

Grid drilling

17

kink

18

vehicle shell

19

recesses

20

frame

21

Basic framework

22

Furniture body

Claims (9)

Construction system for vehicle hulls, characterized in that the construction system comprises a basic framework with frame members (20), connecting pieces (10) and wall cladding panels (8, 11), the frame members consist of several frames, a system always consists of at least two frame members (20), the wall cladding panels (8, 11) and the floor panels (12) are straight, the frame members (20) consist of at least four individual consist of frames, the frames (1,2,3) overlap flush at the corners of the frame and are connected to each other (6), the wall cladding panels (8,11) are attached to the side frames (2) or connecting pieces (10). Expansion system according to Claim 1 , characterized in that the frame members (20) define a space inside with straight walls at right angles to the floor. Expansion system according to Claim 1 and 2 , characterized in that the frames (1,2,3) are adapted to the body shape (7) of the transporter, or the other vehicle shell (18) or the other shell. Expansion system according to Claim 1 until 3 , characterized in that the system is inherently stable and is stiffened even without being screwed to the vehicle shell (18) or another shell. Expansion system according to Claim 1 until 4 , characterized in that the system is adaptable and expandable through variable furniture modules. Expansion system according to Claim 1 until 5 , characterized in that the system can be mounted without gluing. Expansion system according to Claim 1 until 6 , characterized in that furniture manufactured at right angles can be installed and lies straight against the lower wall cladding panels (8). Expansion system according to Claim 1 until 7 in which infrastructure elements are arranged between the outside of the wall cladding panels (8,11) and the vehicle shell (18) or container shell around a group consisting of: electricity, infotainment, gas, water, air, exhaust air, climate, heat, insulation and soundproofing. Expansion system according to Claim 1 until 8 , characterized in that the wall cladding panels (8,11) offer a fixing option.

Images