Technical Field The present invention relates generally to vehicle body suspension systems useful for delivery trucks designed to carry a wide variety of cargo and, in particular, to an improved modular squatdown wheeled suspension system for a delivery truck that facilitates the loading and unloading and transport of goods to be delivered.

Background of the Invention The transport of goods by delivery vehicle, particularly those vehicles of the cube-shaped van type, has increased in recent years. Consumers are ordering more goods from catalogs, television shopping channels and the Internet than in the past, and greater use is being made of delivery services to pick up the goods at a warehouse or other central storage location and deliver them directly to the consumer's home or place of business. Everything from household appliances to jewelry is available for order by consumers. These goods are packaged and boxed at the warehouse and ultimately delivered, usually by delivery truck, to the buyer. For efficiency and cost effectiveness these delivery trucks are typically staffed by a single driver, who must load the packaged goods on the truck, often without assistance at the warehouse, transport the goods to each buyer's home or place of business, and unload the packages. Time is often of the essence, and drivers may be required to complete a quota of deliveries within a defined time

period. Consequently, the ease of loading and unloading cargo can be vitally important, especially to the driver.

Currently available delivery vehicles have a cargo storage area that is usually positioned horizontally a significant distance above the street or ground.

While some of these vehicles may include ramps or lifts in the rear of the storage portion of the vehicle, these structures are not very efficient to use. The hand trucks or dollies required for moving heavy or awkward objects or multiple boxes do not always fit safely on the ramp or lift. In addition, negotiating a hand truck piled with heavy or awkwardly shaped packages down a ramp from the vehicle's storage area to the street can be a challenge. It is usually not possible, moreover, to use loading equipment such as forklifts and the like on most of these ramps and lifts. Consequently, a cube-shaped type of delivery van or like vehicle that overcomes these disadvantages would be of significant benefit to the goods delivery industry, from the United States Postal Service to private carriers such as UPS.

Modifications to vehicles that facilitate the loading and unloading of specific types of goods have been proposed by the prior art. For example, U. S.

Patent Nos. 5,667,231 to Dierks et al and 5,553,989 to Ullman disclose, respectively, trailers for hauling large equipment and vehicles that include mechanisms to assist the loading and unloading of this cargo by lowering the end of the open trailer where these activities must take place. The mechanisms suggested by Dierks et al and Ullman are, in essence, ramps. The vehicles and heavy equipment designed to be carried by the trailers disclosed in these patents can then be easily driven or pulled by a winch and pulley up the ramp structures.

Although the loading and unloading of such cargo is easier with these arrangements, the placement, temporary storage and removal of goods from an enclosed delivery van type of vehicle would not be improved by them. Neither would any of the other loading and unloading-facilitating structures for trucks disclosed in U. S. Patent Nos. 5,419,577 to Murray; 5,322,314 to Blum; 4,958,978 to Shedleski; or German Offlengungsschrift 2 263 937 solve any of the foregoing problems. The open trailers described in these references appear to be intended

to carry large heavy objects, such as military tanks, heavy equipment, and the like. The loading, temporary storage and delivery challenges posed by enclosed delivery van-type trucks do not appear to be even contemplated and are clearly not addressed.

U. S. Patent No. 5,887,880 to Mullican et al proposes a squatdown axle and suspension system for vehicles used to haul cargo and shows and describes an enclosed trailer in Figures 14 and 15. The squatdown system disclosed by Mullican et al may address some of the loading and unloading problems encountered by cube-shaped delivery van drivers by making it easier to raise and lower the rear portion of the van. However, goods that must remain temporarily stored in the van when the rear of the van is lowered to unload other goods are not likely to remain stored in a stable position because of the incline created. The more frequently the van is lowered to unload goods for delivery, the more frequently stacks of boxes or other goods are likely to be tilted rearwardly so that they will fall over unless they are straightened after each delivery. This activity must be performed by the driver/delivery person and takes time from the delivery process. If the driver does not take the time to straighten the stacks of goods, they are likely to fall over, possibly damaging the goods or, worse, the driver.

U. S. Patent No. 5,765,859 to Nowell et al, of which the inventor of the present invention is also an inventor, describes a modular squatdown wheeled suspension system useful for different types of trailers and vehicles. The modular unit disclosed by Nowell et al is capable of lowering a truck bed to a very shallow angle with the ground, which facilitates the loading and unloading of cargo.

Although the Nowell et al patent may suggest the use of the system described therein for a wide variety of different kinds of trucks, it has been discovered that modifications of the original Nowell et al system are required to maximize its effectiveness in a truck of the cube-shaped delivery van type. Neither Nowell et al nor Mullican et al suggests forming essential components of the systems described therein to be integral with the vehicle frame or providing actuation and control elements that enhance the safe, reliable independent operation of the squatdown suspension for each wheel, moreover.

The prior art, therefore, has not provided an integral vehicle body positioning and suspension system for a cube-shaped delivery van or other type of vehicle in which a variety of different types of goods may be efficiently loaded, safely stored while deliveries are being made, and that may be effectively controlled to move between a transport mode and a load/unload mode so that the vehicle may be easily operated, loaded, and unloaded by a single person.

Summarv of Invention It is a primary object of the present invention, therefore, to overcome the disadvantages of the prior art and to provide an effectively and safely controlled independent modular squatdown vehicle body suspension system integral with the vehicle frame that is easily controlled for a cube-shaped van type of delivery vehicle in which a variety of different types of goods can be efficiently loaded and unloaded by a single person and safely and securely stored in the vehicle between their loading and unloading.

It is another object of the present invention to provide a vehicle suitable for use as a van type of delivery vehicle with a body floor having a subtle slope that allows the easy loading and stable stacking of cargo within the vehicle body cargo area.

It is a further object of the present invention to provide wheel wells for a van type of delivery vehicle equipped with a modular squatdown suspension system that are designed to maximize the storage area within the vehicle body cargo area.

It is still another object of the present invention to provide an integral ramp for a van type of delivery vehicle equipped with a squatdown suspension system that facilitates the loading of cargo, particularly cargo with small wheels.

It is still a further object of the present invention to provide a van type of delivery vehicle equipped with a squatdown suspension system that has a low center of gravity, a stable ride and a low likelihood of tip-over.

It is yet another object of the present invention to provide a modular squatdown type of suspension system constructed integrally with a vehicle frame,

the actuation of which is easily and effectively controlled to move the frame between a transport mode and load/unload mode.

In accordance with the aforesaid objects, an improved vehicle body suspension system for a cube-shaped van type delivery vehicle equipped with a modular squatdown suspension system independently associated with each wheel to move the vehicle between load/unload and transport modes and in which a variety of goods may be efficiently loaded, transported, temporarily stored and unloaded is provided. The vehicle body suspension system includes a vehicle body fram with a front to rear frame slope selected to produce a substantially flat cargo-holding floor, an integral vehicle body positioning system actuatable to lower and raise the body into and out of contact with the ground when cargo is to be loaded and unloaded or transported, and an integral ground-contacting ramp that provides a smooth transition between the ground and the cargo-holding floor.

The vehicle body suspension system further includes an enclosure for the vehicle body positioning system configured to expand the storage capability of the cargo- holding floor and a suspension lock mechanism which holds the body of the vehicle of the ground.

Other objects and advantages will be apparent to those skilled in the art from the following description, claims and drawings.

Brief Description of the Drawings Figure 1 is a perspective view of a cube-shaped van type delivery truck in accordance with the present invention in a load/unload mode or cargo loading and unloading position; Figure 2 is a perspective view of the truck of Figure 1 in a transport mode or cargo-carrying position;

Figure 3 is a schematic plan view of a vehicle main frame showing the modular squatdown suspension system ofthe present invention integrally secured to the main frame; Figure 4 is a perspective view of features of the modular squatdown suspension system of the present invention integrally mounted on a vehicle main frame; Figures 5a, 5b and 5c are, respectively, perspective, top and side views of a movable airbag bracket in accordance with the present invention; Figure 6 illustrates a preferred drop axle stub assembly for connecting a vehicle wheel to the modular squatdown suspension system of the present invention; Figure 7 is a side view of a suspension lock and safety stop mechanism according to the present invention; and Figure 8 is a perspective view of a van-type delivery vehicle in accordance with the present invention in the process of being loaded by loading equipment.

Description of the Invention The truck body and vehicle suspension system design of the present invention encompasses improvements to the squatdown suspension system described and shown in U. S. Patent No. 5,765,859, the disclosure of which is hereby incorporated herein by reference. The modular squatdown wheeled suspension system described in the aforementioned patent has been modified to function more effectively to facilitate the loading, safe transport, and unloading of cargo of many kinds, including consumer goods, preferably in a vehicle of the

type known as a high cube delivery truck or van. Such vehicles are the mainstays of the delivery truck fleets of such entities as the U. S. Postal Service, moving and storage companies, and private parcel delivery firms, among others. Although the present invention is described primarily with respect to these cube-shaped delivery vehicles, it may be effectively used in connection with other types of vehicle bodies as well and is not intended to be limited solely for use with enclosed, cube-shaped trucks or vans.

The term"squatdown"as used herein is used as in U. S. Patent No.

5,765,859 to describe a vehicle suspension system, wherein the operation of the system causes a selected portion of a vehicle body to be lowered toward the ground, substantially horizontally with respect to the ground, to contact the ground or road surface to facilitate the loading of cargo on the vehicle body. The vehicle body is lowered to"squat down"between the vehicle wheels in a load/unload mode and is raised to a transport mode as will be explained in more detail below.

Figure 1 illustrates a cube-shaped delivery vehicle 10 constructed in accordance with the present invention. The vehicle or van 10 is shown in a cargo loading and unloading mode or position which effectively enables one person to place cargo inside the van so that it is temporarily stored in a stable condition during transport and to remove cargo at a delivery destination without assistance.

The type of vehicle 10 shown in Figure 1 has a frame 30, which will be described in connection with Figures 3 and 4, designed to accommodate a high cube van body 12 and the modular squatdown suspension system of the present invention.

To permit cargo to be stacked on the floor inside the van so that the stacks are substantially vertical and stable during transport and unloading, the frame 30 and, hence, the van floor 14 attached to the frame must be substantially horizontal with respect to the ground when the truck body 12 is in a load/unload mode or position, as shown in Figure 1. The frame 30 actually has a subtle downward slope in the direction of arrow a from the vehicle cab 16 to the rear opening 18 of the van body 12. This can be more clearly seen in Figure 4.

To illustrate, for a 16 foot high cube van body of the type shown, the desired subtle slope of the frame 30 may be achieved by making the first 24 inches of the frame closest to the cab 16 horizontal to the vehicle main frame (not shown) or with respect to the ground surface. The next 96 inches of the body frame in the direction of the arrow a angle downwardly about 0.5 degrees from the horizontal, and the remaining 72 inches of the body frame slope another approximately 2.55 degrees downwardly toward the ground. In this illustrative embodiment these last 72 inches are preferably added to the main frame as body brackets (not shown) in a manner known to those in the truck body art. The floor 14 will have the same slope as the truck body frame since the floor is bolted directly to the frame. This design produces a substantially horizontal floor with a very subtle slope when the vehicle is in the load/unload mode or position shown in Figures 1 and 8. As a result, boxes and other cargo stacked inside the van body tend to remain in a stable, substantially vertical condition during loading, unloading and transport.

The actual amount of angular slope of the frame and floor of the van body will also vary depending upon the length of the truck body. However, the present invention achieves a maximally subtle angle of slope for the frame and floor so that the lowest edge of the rear opening 18 of the van contacts the ground in a manner that provides a smooth transition between the ground and the interior of the van, facilitates loading and unloading, and enhances the stability of stacked goods during transport.

It is also possible to standardize the slope of the truck frame from the cab 16 to the rear of the truck in the direction of arrow a, if desired. For example, a 16 foot truck body could have a constant slope or angle of about 1.5 to 2 degrees, which represents about 3/8-inch slope per foot. In this case, the rear end of the truck body would have a thickness of about 3 inches, since the preferable thickness of the frame is about 2 inches and the preferable thickness of the floor is about 1 and 3/16 inches. This approach is readily adapted to truck manufacturing processes to produce high quality standardized truck bodies.

An integral ramp structure 20 is preferably secured to the edge of the van rear opening 18 closest to the road surface to provide a smooth transition from the ground to the interior of the van so that even cargo with very small wheels, such as, for example, refrigerators, stage and theater equipment, and commercial stereo speakers, can be easily loaded into the truck. The ramp continues the floor 14 to an end 22 in contact with the ground. In addition, the ramp 20 may function to connect posts 24, which support a door (not shown), on either side of the van opening 18 to the floor 14. When the truck body is lowered to the load/unload position, the truck floor 14 is typically about three inches above the ground. The ramp 20 is configured to provide a transition from a height of about 3/16 of an inch, and preferably less, above the ground to the three-inch floor height.

Figure 2 illustrates the van-type delivery truck of Figure 1 in a transport mode or position. The ramp 20, which is preferably configured like a tailgate and may be hinged to the van body or floor along edge 26 by a hinge 28, is shown in its transport position. In this preferred configuration, ramp 20 incorporates a slam lock feature (not shown) to keep it in the transport position shown in Figure 2. The slam lock feature may be manually operated to lower ramp 20 to the load/unload position shown in Figure 1. Slam lock features are known in the art, and any one of a number of suitable mechanisms may be selected for this purpose. As a safety feature, the ramp 20 is preferably hinged to the truck body or floor in a manner that prevents it from being dragged along the ground or road if it is not properly closed. For example, the hinge 28 connecting the ramp 20 to the truck body or floor could have a limited arc so that it can be used to provide the necessary smooth transition between the ground and the truck floor, but will not drag on the ground if inadvertently left down. An arc of about 110 degrees should accomplish this purpose.

Figure 3 shows, in schematic plan view, a truck body frame 30 in accordance with the present invention. The truck body frame 30 includes main frame elements 31 that extend longitudinally away from the cab (not shown) in the direction of arrow a (Figure 1). Four independent modular squatdown suspension units 32, similar in operation to those disclosed in U. S. Patent No.

5,765,859, are integrally mounted on the frame elements 31. Two modular units are shown mounted on each side of the truck body in tandem on opposite sides of the frame 30. The vehicle tires 34 are mounted in tandem with the modular units so that on an eight foot wide truck body the width from the outside of the tire on one side to the outside of the tire on the opposite side is about 93 inches.

A 2000 FORD with dual rear wheels also has a width of 93 inches. In comparison, a 1999 Isuzu NPR measures 83.75 inches wide. This feature, combined with the low center of gravity and independent wheel suspension of the present design, creates a very stable ride and should render average tip-over incidents unlikely. Although the modular squatdown suspension units, wheels and tires are shown in tandem, a single modular squatdown suspension unit could be positioned on opposite sides of the frame 30, or three units could be mounted in"tridem". The number of wheels required will determine the number of modular squatdown suspension units required. Different sizes of vehicle frames require different numbers of axles and wheels. The integral vehicle positioning system of the present invention will function effectively with any number of wheels.

The improved modular squatdown suspension system or integral vehicle positioning system of the present invention employs a modular unit 32 independently associated with each wheel and tire 34. Each modular unit 32 functions independently of the other modular units, although the construction of each is identical, and the components of only a single modular unit will be described. Each modular unit 32 includes a stationary bracket 36, which is constructed to be integrally mounted on a frame element 31. This arrangement permits a larger and more secure area for the mounting of a truck body on the frame than was previously provided. A movable bracket 38 is pivotally connected to swivel downwardly from the frame 30 toward the ground or road surface and to support an inflatable airbag 40 between the stationary bracket 36 and the movable bracket 38. Stationary rods 42a and 42b are attached to the frame elements 31 to extend through each modular unit 32 to provide the pivotal connection between the stationary and movable brackets. The rods 42a and 42b,

which are preferably formed of cold rolled steel with a diameter of about two inches, such as 1018 or higher strength cold roll steel, are secured to each of the frame elements 31 collars 44. Each collar 44 is attached, preferably by welding to a corresponding frame element 31. Each collar is drilled to receive a set screw 46, which extends through the collar into a rod 42a or 42b. Rods 42a and 42b have been drilled at the point of contact of each set screw 46 to hold the rod in a stationary, nonrotational position. The set screws are preferably treated, such as with a thread lock material, to keep them tightly in place at a predetermined torque.

The brackets 36 and 38 are also held securely in place by this arrangement, which, as will be described in more detail in connection with Figures 5a, 5b, and 5c, insures that the suspension system is as square as possible to the chassis front axle (not shown). This is important because the main frame elements are generally not parallel along the length of the frame. For example, the main frame at the back of a 1999 GM 3500 cab chassis is 45 inches wide, while at a distance of 120 inches behind the cab it is 41 inches wide. Figure 3 shows this difference in a somewhat exaggerated manner. Illustrative dimensions for the frame shown in Figure 3 are based on an overall wheel base of 178 inches with a regular cab truck and a 16 foot body installed on the frame. The rod 42a closest to the cab should be about 84 inches behind the cab, and the second rod 42b is located 35 inches behind rod 42a. The overall wheel base of this design is 178 inches. The foregoing dimensions are calculated based on a regular cab truck with a 16 foot body installed on the frame 30. These dimensions would have to be adjusted for extended cab or crew cab units and for vehicle bodies with longer dimensions.

Figure 4 illustrates a vehicle frame 30 in a perspective view showing the main frame elements 31 and a tandem arrangement of parts of four independent modular squatdown suspension units 32. The frame cross members 48, which for clarity were not shown in Figure 3, stabilize and strengthen the frame so that the vehicle can carry a maximum amount of cargo. In addition, the frame is constructed to be strong enough to permit the use of mechanized loading

equipment to load cargo in the vehicle body. The subtle slope of the frame 30 described above is shown in Figure 4 at 50, the end of the vehicle frame farthest from the cab 16.

Figures 5a, 5b, and 5c show, respectively, perspective, top and side views of a movable bracket 3 8 according to the present invention. The movable bracket 38 has been designed so that it may be cast as a generic unit that can be used on either side of the vehicle frame elements 31. As seen in Figure 5a, the movable bracket 38 is configured with a pan 52 into which a portion of the airbag 40 fits so that the airbag is securely enclosed within and supported by the bracket 38, as shown in Figure 4. This arrangement provides protection for the airbag 40 and minimizes airbag damage. A forward end 54 of the bracket 38 is formed with an integral channel 56 that receives a rod 42a or 42b, which pivots the movable bracket 38 to the stationary bracket 36. The forward end 54 of the bracket 38 is configured to include notches 58. As best seen in Figure 3, the notches 58 are positioned to contact collars 60 mounted on the rods 42a and 42b. This arrangement holds the brackets 38 on the rods 42a and 42b in a precisely determined position for optimum alignment of the each modular squatdown unit 32. Set screws 62, or any similar fastening device, fasten the collars 60 securely to the rods 42a and 42b adjacent to the bracket notches 58. Channel 56 preferably includes a machined area (not shown) to provide a grease seal. A grease gun (not shown) may be attached to the frame 30 with a manifold allowing four tubes to be connected to the grease seal of each channel 56 to distribute grease to each bracket 38 at the same time.

A rearward end 64 of movable bracket 38 is integrally configured to include a recess 66 designed to receive and secure a drop axle stub assembly 70, which will be described in connection with Figure 6. Holes 68 are provided from the exterior of the end 64 of bracket 38 into the recess 66 to receive set screws or the like to secure the drop axle stub assembly in place within the recess 66. The preferred material for forming the movable bracket is aluminum.

Figure 6 illustrates a drop axle stub assembly 70 designed to be installed in recess 66 of the movable bracket 38 and held in place by set screws, bolts or

the like. The use of set screws for this purpose permits fine tuning the adjustment for caster/camber, toe-in/toe-out and tire track This assembly, like the movable bracket, is designed and constructed to be used generically on either side of the frame. The assembly 70 includes a spindle 72 shaped to correspond to the shape of the recess 66 in movable bracket 38. This shape provides a secure mounting of the spindle 72 in the recess 66. An integrally formed arm 74 projects upwardly vertically with respect to the spindle 72 and terminates in an integrally formed axle stub 76 oriented horizontally with respect to the arm 74 so that the axle stub is substantially parallel with respect to the spindle 72. The axle stub 76, which preferably has the stepped configuration shown, is the mounting element for the vehicle wheels and tires and, therefore, must be rated to conform with the gross vehicle weight rating (GVWR). The movable bracket and drop axle stub assembly of the present invention provide increased quality, uniformity, strength, life span and smoothness of operation over the original design. Moreover, required maintenance has been decreased.

Each modular squatdown suspension system of the present invention employs an improved safety feature, a suspension lock mechanism, to hold the vehicle off the ground unless it is desired to lower the vehicle body to the load/unload mode and to prevent the vehicle from lowering in the event of an involuntary loss of air from one or more airbags. Figure 7 illustrates a suspension lock mechanism 80 useful for this purpose. The spring loaded suspension lock mechanism 80 would preferably be installed in connection with a movable bracket 38, located toward the front of the vehicle. The design for a suspension lock mechanism for a rear movable bracket, which would be located at 90 in Figure 4, is substantially similar to that shown in Figure 7. The suspension lock mechanism 80 is designed to be mounted on a frame element 31. The mechanism 80 includes a spring loaded rod 82 with a stop washer 83. A compression spring 84 is wound around rod 82. A movable bracket engaging catch 86 on the rod 82 has an angled configuration as shown in Figure 7. An actuating end 88 of the rod 82 is attached to a plate 90. Plate 90 extends upwardly from the rod 82 and receives a threaded rod 92 that is bolted to plate 90 and is operably connected to

a pneumatic cylinder 94. The pneumatic cylinder is supported on a gusset structure 95. The suspension lock mechanism is shown in the lock position in Figure 7. This position keeps the bracket 38 from collapsing. When it is desired to lower the vehicle frame to a load/unload mode, a switch that activates a dump valve to release air from the airbags must be positively actuated, such as with a key, a toggle switch, a wireless remote, or the like. A source of pressurized air is released to activate the pneumatic cylinder 94, which causes the rod 92, plate 90 and rod 82 to move in the direction of arrow b to move the catch 86 out contact with the movable bracket 38. This allows the movable bracket to pivot toward the frame as the airbag 40 deflates.

An alarm system may be included to provide a warning when the vehicle body is being lowered. The alarm system typically includes lights and a horn, which are activated when the vehicle body is lowered to the load/unload mode to flash and sound to warn bystanders to get out of the way. If desired, a timer can be connected to the alarm system to shut off after a desired interval. Since the truck body 30 will contact the ground within about six to seven seconds after an involuntary loss of air, the alarm system could be shut off after about 10 seconds.

The components of the air supply and actuation system of the squatdown suspension system of the present invention are self-contained within the frame 30 and are shown schematically in Figure 3. A power source, preferably a 12-volt battery (not shown), is used to power the air supply and actuation system, which includes a compressor 100 and an air holding tank 102 to supply air to the airbags 40. Air is held in the air tank 102 at an optimum pressure, preferably about 60 psi, for use as needed to actuate leveling valves 104, one of which is located on each side of the vehicle to keep the frame level and to keep the truck body in the desired load/unload or transport mode. The battery also powers a key activated electric dump valve 106 that activates a"quick dump"feature (not shown) on the leveling valves 104 and activates the air-actuated pneumatic cylinder 94 in the suspension lock mechanism 80. The quick dump feature is located internally in association with leveling valves that maintain the truck frame in a substantially parallel, level horizontal orientation with respect to the road surface or ground.

This quick dump feature is activated by 60 psi pilot air which also releases the suspension lock system 80, allowing the truck body to lower to the ground. In the"lock"position, the suspension lock system is spring loaded and requires key activated pilot air from the electrical air (dump) valve 106 to unlock it. In the event of an involuntary loss of air from the airbags 40, the lock remains locked in place on each modular squatdown suspension unit, thereby preventing the truck body from lowering to the ground. Activation of the quick dump feature on the leveling valves is required to lower the truck frame to the ground. Air lines 108 are provided to connect the leveling valves 104 to the air supply and to the air activated dump valve 106.

The van-type delivery truck body of the present invention also includes specially designed wheel wells 110, one of which is shown in Figure 2, that enhance the stable storage area available in the interior of the van. When the air in the airbags 40 is released, and the truck body lowers to the ground to the load/unload mode, the wheel wells must be large enough to receive the vehicle tires 34, since the floor 14 of the truck body lowers between the tires. The top 112 of the wheel wells has been formed to be flat and essentially horizontal with respect to the truck floor 14. Consequently, unlike the rounded wheel wells of most truck bodies, the angular, flat surface wheel wells of the truck body of the present invention are useful as storage surfaces. To illustrate, these wheel wells have a flat surface of about 11 inches wide and about 72 inches long that provides usable space that would otherwise be wasted. In addition, the distance between wheel wells inside the body of an eight foot wide truck according to the present invention is about 72 inches, which is almost 24 inches wider than existing low profile trucks.

Figure 8 illustrates a van-type delivery truck in accordance with the present invention being loaded with a front-end loader. It is possible for the front-end loader to simply drive into the body of the truck and leave a pallet with the load on it inside the truck. At the load's destination, once the truck is lowered to the ground as described above, a front-end loader can easily drive into the truck body and remove the pallet.

Industrial Applicability The present invention will find its primary application in the design of cube-shaped van type truck bodies for hauling a variety of different types of cargo. However, the integrally formed independent modular squatdown suspension system of the present invention that makes truck bodies with this system suitable for facilitating the loading, stable transport and unloading of this and other goods will find application in the design of a wide variety of other types of truck bodies.