DE102010032309A1 - Container for e.g. transporting fruits in ship, has components made of fiber-reinforced plastics and fiber-reinforced plastics composite material, where values of load data are applicable to ISO standard - Google Patents

Abstract

The container has a base plate made of fiber-reinforced plastics (FRP) and a core layer of aluminum-honeycomb or aramid fiber honeycomb, where thickness of the base plate is 2 cm. Components such as corner posts, outer frames, side walls of the container are made of FRP and FRP composite material, where height, width, length of the container and functional components i.e. corner castings, correspond to ISO 668, and values of load data e.g. carrying capacity and load capacity, are applicable to ISOstandard. The posts are made of carbon FRP (CFRP)-solid material.

Description

Problem situation / starting point:

The ISO containers made of COR-TEN steel (or variants of this material), which are currently mostly used in commercial shipping, transport, storage or refrigeration, are a very successful concept, but have some material and design-related disadvantages and their elimination represents for our development.

• 1. Eigengewicht: Aufgrund des verwendeten Materials und der Konstruktion (um ein notwendige Steifigkeit von Boden und Wänden zu gewährleisten, müssen diese in Trapezform ausgeführt werden, was die Menge des zu verwendenden Materials erhöht, daher sind die Container sehr schwer. Das Eigengewicht (Tara) stellt aus ökonomischen und ökologischen Gründen (hinsichtlich der Transportkosten – auch in leerem Zustand bei Repositionierungen – und des Energie- bzw. Treibstoffverbrauchs) ein Problem dar.
• 2. Korrosion: Das Material aus dem die Container hergestellt werden, ist nicht korrosionsfest. Insbesondere wenn der COR-TEN-Stahl Seeluft und Seewasser ausgesetzt ist, korrodiert er in Form von Rost trotz entsprechender Schutzanstriche sehr stark. Die Lebensdauer eines Containers liegt daher bei nur ca. 15 Jahren, bevor er, soweit möglich recycled werden muss, für den weiteren Einsatz als Transportbehälter jedoch ungeeignet ist.
• 3. Wärme- und Isolationsverhalten: Unter Sonneneinstrahlung erwärmen sich Standard-Container sehr stark, was insbesondere im Rahmen der Verwendung als Kühl-Container (Reefer) eine zusätzliche Ausrüstung mit Isolationsmaterial (zusätzlich zur Kühlanlage) erfordert und so das Tara zusätzlich erhöht und den verfügbaren Rauminhalt verringert.
• 4. Flüssigkeitsdichtigkeit: Baubedingt bieten die heute verwendeten Container nur einen Spritzwasserschutz, sind aber selbst nicht wasser- bzw. flüssigkeitsdicht. Dafür bedarf es einer im Regelfall teuren zusätzlichen Ausrüstung, die, insbesondere wenn der Container als Flüssigkeitstank verwendet werden soll, das Tara zusätzlich erhöht und den verfügbaren Rauminhalt verringert. Standard-Container versinken im Wasser innerhalb von Minuten.
• 5. Gasdichtigkeit: Baubedingt ist auch eine Ausrüstung in einem gasdichten Zustand, z. B. für den Transport von reifegeführdetem Obst oder Gemüse unter den Reifungsprozess unterdrückenden Stickoxiden, nur durch zusätzliche Ausstattung und Ausrüstung möglich, auch hier wird dadurch das Tara erhöht und den verfügbaren Rauminhalt verringert.
• 6. Feuersicherheit: Standard-Container sind weder feuer- noch explosionsgeschützt. Aufgrund ihrer leichten Erwärmbarkeit auf hohe Temperaturen, mangelnder Gas- und Flüssigkeits-Dichtigkeit und ihre konstruktionsbedingt geringe Widerstandskraft gegen Explosionen stellen sie vielmehr im Extremfall und insbesondere auf den heutigen großen Container-Frachtern ein nicht unerhebliches Transportrisiko dar.
• 7. Einbruchssicherheit: Standard-Container können, auch wenn verschlossen, materialbedingt einfach unter Einsatz einer Stahlsäge oder einer Trennscheibe „aufgeflext” werden. Dies mindert im Extremfall die Sicherheit der transportierten Güter.
• 8. Modernität: Gebräuchliche Standard-Container sind konstruktionsbedingt nicht an die moderne, computergestützte Logistik angepasst. Eine Ausstattung mit Ort- und Lage, Temperatur- und Drucksensoren, sowie entsprechender, diese Informationen sammelnder und mit Identifikations- und Inhaltsinformationen verknüpfender Technik (Sende-/Empfangseinrichtungen) o. ä. ist nur in Form von Zusatzausstattungen möglich, für die die Konstruktion jedoch nicht vorbereitet ist.

In detail, the following disadvantages are eliminated:

• 1. Dead weight: Due to the material used and the construction (to ensure the necessary rigidity of the floor and walls, they must be made in trapezoidal shape, which increases the amount of material to be used, therefore the containers are very heavy ) represents a problem for economic and ecological reasons (in terms of transport costs - even when empty for repositioning - and the energy and fuel consumption).
• 2. Corrosion: The material from which the containers are made is not corrosion resistant. In particular, when the COR-TEN steel is exposed to sea air and seawater, it corrodes very strongly in the form of rust despite appropriate protective coatings. The life of a container is therefore only about 15 years before it, if possible, must be recycled, for further use as a transport container is unsuitable.
• 3. Heat and Insulation Behavior: Standard containers heat up very much under sunlight, which requires additional equipment with insulation material (in addition to the cooling system), especially when used as a reefer Reduced volume.
• 4. Liquid tightness: Due to the construction, the containers used today only provide splash protection, but are themselves not waterproof or liquid-tight. This usually requires expensive additional equipment which, in particular if the container is to be used as a liquid tank, additionally increases the tare and reduces the available volume. Standard containers sink in water within minutes.
• 5. Gas-tightness: Construction is also a device in a gas-tight state, eg. B. for the transport of ripegeführdetem fruit or vegetables under the maturation process suppressing nitrogen oxides, only by additional equipment and equipment possible, here too tare is increased and the available space is reduced.
• 6. Fire safety: Standard containers are neither fire nor explosion protected. Due to their easy heatability to high temperatures, lack of gas and liquid tightness and their design-related low resistance to explosions, they represent rather in extreme cases, and in particular on today's large container freighters a considerable transport risk.
• 7. Security against burglary: Even when closed, standard containers can simply be "flipped" using a steel saw or a cutting disc, depending on the material. In extreme cases, this reduces the security of the transported goods.
• 8. Modernity: Due to their construction, common standard containers are not adapted to modern computer-aided logistics. Equipment with location and location, temperature and pressure sensors, as well as corresponding, this information collecting and linking with identification and content information technology (transmitting / receiving equipment) o. Ä. Is only possible in the form of additional equipment for which the construction, however not prepared.

Description of the invention:

ISO containers, Next Generation (ContainerNG for short) are made from fiber reinforced plastics (FRP) and FRP composites, eliminating the drawbacks of previous models.

Construction / Construction: The ContainerNG consists of a frame construction (floor and ceiling frames made of CFRP-L profiles, as well as CFRP solid material corner posts) of different ISO standard dimensions (length-width-height) made of carbon fiber reinforced plastic (CFK) manufactured components. In these frames, produced in sandwich construction (FK composite materials), high-strength panels for floor, side walls, ceiling, and doors glued or fixed with hinges.

The construction method is modular, so that different end configurations for different uses according to customer requirements can be produced from the same standardized components. At the same time this design allows easy, fast and cost-effective repair by replacing the damaged components.

Detailed description:

The base plate, which has to carry the payload, is made of a CFRP composite material, for which between the outer layers of CFRP a layer of an aluminum honeycomb structure or aramid honeycomb structure is glued. Despite its small thickness of only approx. 2 cm, the combination of honeycomb structure and CFRP ensures that the load-bearing capacity of the floor exceeds the values specified in the ISO standards. Floor slabs with additionally particularly high load values can be produced (with a slightly larger volume) with little effort. The base plate is glued with a multi-component adhesive particularly strong with the made of carbon fiber plastic L-profiles, which form the lower outer frame. (See sketch 1)

The corner posts are the crucial supporting elements of the frame construction, they are used to lift the entire container, and when loaded in several (up to 20) layers, the total weight of the containers above it may be heavy. The corner posts are made of CFK solid material. Their outer dimensions correspond to the dimensions of the corner posts of standard containers, with significantly increased load values. The ISO standardized corner castings, which lift the container and fix it (via twistlocks), are milled into the ends of the corner posts according to the ISO dimensions. The connection with the L-profiles made of CFRP, which form the outer frame of the container, as well as the base plate, the side walls, doors and ceiling slab is made by gluing with a multi-component adhesive. (See sketch 3). Construction and material of the corner posts combine minimal weight and high load bearing under tensile and compressive loads.

For the high-strength, torsion-resistant outer walls (lateral and transverse), composite panels are produced in which two outer layers (outer and inner surface) of CFRP mats are spaced apart by a sandwich foam or a honeycomb structure (or a combination of both) (see sketch 2) ) become. These composite panels are glued to the L-profiles of the outer frame made of CFRP using a multi-component adhesive. Despite their low wall thickness (approx. 1 cm), they are inherently stable without additional trapezoidal shape, have an extremely low dead weight (60-80% lighter than conventional sheet steel walls) and have an insulating effect due to the sandwich foam (even against fire). They are also smooth on the outside and inside. By using appropriate materials (eg aramid fiber / kevlar) for the respective outer layers of the side walls, ceilings, doors and floor and / or a denser honeycomb reinforcement, a container can be made shot-free or explosion-proof without much additional effort. Due to this design, the container NG have a higher internal volume than the classic design, this allows if necessary, the attachment of additional insulation layers on the inside (walls and ceiling). At the doorless transverse side so-called. Portholes are provided for installation and operation of Kühlagregaten, these can be closed when not in use with simple steps waterproof (and possibly gas-tight).

The doors are made like the outer walls and fastened (at one or both ends) to inside hinges and locked with also sitting inside bars. Both serve to passively secure the transported materials. Doors are basically designed so that they seal the container watertight when closed. With low overhead, a gas-tight variant can be produced in series production. In one side of the doors, a simple information panel is sunk in, over which, in addition to the color-coded identification data supplementary information can be queried (internal temperature, pressure, etc.). A system is provided that makes this information (via RFID or similar) also available wirelessly. This panel can be used simultaneously for the secure closing or opening of the container.

In the ceiling slab is made according to the pattern of the outer walls and glued to the made of CFRP L-profiles of the outer frame. In it, an access opening is provided, which can also be used as a filling opening for bulk material or liquids. The closure of this opening is designed gas-tight.

The design incorporates preparatory (GPS or Galileo) position, position, temperature, and internal pressure sensors, the values of which can be queried through the embedded panel in one of the doors, or wirelessly via RFID, BLUETOOTH, or WLAN. Furthermore, in the construction phase hoses with openings for the introduction or extraction of gases into the interior can be embedded in the construction.

Advantages of the construction:

• 1. Eigengewicht: Aufgrund der verwendeten Materialien und der Konstruktionsweise vermindert sich das Eigengewicht der Container (als Tara innerhalb des Gesamtgewichtes) je nach Ausführung auf höchstens 50% (wahrscheinlicher nahe 40%) des Eigengewichtes der klassischen Konstruktionsweise. Dies wird erhebliche Verringerungen von Transportkosten und Treibstoffverbrauch nach sich ziehen.
• 2. Korrosion: Die verwendeten Baustoffe sind Material-bedingt unempfindlich gegen jede Art von Korrosion, wie sie im normalen Gebrauch auftreten kann, insbesondere gegen Korrosion durch Seeluft, Meerwasser oder Sonnenlicht. Um letzteres zu verstärken wird beim Sau ein besonders UV-beständiges weißes Harz verwendet. Aufgrund dieser Eigenschaften beträgt die prognostizierte Lebensdauer eines ContainersNG das drei bis vierfache der Lebensdauer eines klassischen Containers. Dies führt zu einer erheblichen Reduzierung der Anschaffungskosten, aber auch zu einer nachhaltigeren Verwendung der Rohstoffe.
• 3. Wärme- und Isolationsverhalten: ContainerNG erwärmen sich aufgrund des verwendeten Materials unter Sonneneinstrahlung nicht so stark wie klassische Container. Aufgrund der Struktur der Außenwände wird das Inneren zudem gegen Wärme gedämmt. Durch die geringere Dicke der Außenwände kann ohne größere Verluste an Innenvolumen (Transportvolumen!) auf der Innenseite zusätzliches Dämmmaterial angebracht werden. All dies wird zu einer erheblichen Reduzierung des Energieverbrauches, insbesondere in der Verwendung der Container als Kühlcontainer (Reefer) führen.
• 4. Flüssigkeits-Dichtigkeit: Aufgrund der rundum geschlossenen Bauweise sind ContainerNG grundsätzlich Wasser- und Flüssigkeitsdicht ausgelegt. Dies erleichtert nicht nur die ggf. Nutzung als Transportmittel für Flüssigkeiten, sondern dient vor allem der Sicherheit des Transportgutes vor Beschädigung durch eindringende Flüssigkeiten (vorzugsweise Seewasser). Andererseits ermöglicht die Abgeschlossenheit gegen eindringendes Wasser ein Aufschwimmen des Containers nach einer Havarie und reduziert so ggf. die Transportverluste. Zusätzlich können die so beschaffenen Container im Extremfall auch als Schwimmkörper für das sie transportierende Containerschiff dienen.
• 5. Gasdichtigkeit: Die mögliche gasdichte Ausstattung der ContainerNG erleichtert nicht nur die Nutzung beim Transport reifegefährdeter Güter (siehe auch oben), sondern erhöht auch die Sicherheit gegen ausströmende Gase oder bei im Container entstehenden Feuern. Diese ersticken von selbst nach Verbrauch des ggf. im Container vorhandenen Sauerstoffs. Diese Ausstattung erhöht also bei Nutzung die Transportsicherheit auf Containerschiffen.
• 6. Feuersicherheit: Auch ohne eine gasdichte Ausstattung sind ContainerNG material- und konstruktionsbedingt deutlich feuersicherer als klassische Container. Zum einen erwärmen sie sich nicht in gleichem Maße durch äußere oder innere Flammen, der in den Außenwänden verbaute Sandwichschaum dämmt zusätzlich gegen Feuer. Aufgrund ihrer zudem insgesamt höheren Dichtigkeit wird ein zügiges Ersticken eines Feuer im Inneren wahrscheinlicher als bei der klassischen Bauweise. Zusätzlich können ContainerNG mit geringem Aufwand für Gefahrengüter explosionssicher ausgestattet werden, ohne das dabei größere Verluste an der Transportmenge anfallen. All dies reduziert erheblich das Transportrisiko von Containern.
• 7. Einbruchssicherheit: ContainerNG können durch die verwendeten Materialien so ausgestattet werden, dass sie mit den klassischen Werkzeugen (Säge, Trennscheibe, o. ä.) nicht zu öffnen sind. Dies erhöht dann zusätzlich die Transportsicherheit gefährdeter Güter.
• 8. Modernität: ContainerNG werden standardmäßig mit modernen Sensoren für Position, Lage, Temperatur und Innendruck ausgestattet, sowie mit Zu- bzw. Ableitungen für Gase, sowie einem Kontrollpanel und Sende-/Empfangs-Einrichtungen für Sensorendaten und weitere für die Logistik erforderlichen Informationen. Dies erleichtert die moderne Logistik insbesondere bei der heutigen Zahl von Container und der Menge an transportierten Gütern. Diese Ausstattung der ContainerNG wird auch in diesem Bereich in hohem Maße Kosten einsparen.

ContainerNG constructed in this way or according to this pattern then have the following properties:

• 1. Tare: Due to the materials used and the way of construction, the tare weight of the containers (as a tare within the total weight), depending on the design, is reduced to a maximum of 50% (more likely close to 40%) of the dead weight of the classical construction method. This will result in significant reductions in transportation costs and fuel consumption.
• 2. Corrosion: The materials used are material-resistant to any kind of corrosion that can occur in normal use, especially against corrosion from sea air, sea water or sunlight. To strengthen the latter, a particularly UV-resistant white resin is used in the sow. Because of these characteristics, the predicted lifetime of a containerNG is three to four times the lifetime of a classic container. This leads to a considerable reduction of the acquisition costs, but also to a more sustainable use of the raw materials.
• 3. Heat and insulation behavior: Due to the material used, container NGs do not heat up as much as conventional containers when exposed to sunlight. Due to the structure of the outer walls, the interior is also insulated against heat. Due to the smaller thickness of the outer walls, additional insulation material can be installed on the inside without major loss of internal volume (transport volume!). All this will lead to a significant reduction in energy consumption, especially in the use of containers as refrigerated containers (reefer).
• 4. Liquid tightness: Due to the closed design, ContainerNG are always designed to be watertight and liquid-tight. This not only facilitates the possible use as a means of transport for liquids, but above all serves to ensure the safety of the goods to be transported against damage by ingress of liquids (preferably seawater). On the other hand, the containment against ingress of water allows the container to float after an accident, thus possibly reducing transport losses. In addition, the so-designed container can serve in extreme cases as a floating body for the transporting container ship.
• 5. Gas-tightness: The possible gas-tight equipment of ContainerNG not only facilitates the use when transporting endangered goods (see also above), but also increases the safety against escaping gases or fires generated in the container. These suffocate by themselves after consumption of any oxygen present in the container. This equipment therefore increases the transport security on container ships when used.
• 6. Fire safety: Even without a gas-tight equipment, ContainerNG are significantly more fire-proof than conventional containers due to their material and construction. On the one hand, they do not heat up to the same extent by external or internal flames, and the sandwich foam installed in the outer walls additionally insulates against fire. Due to their overall higher density, a rapid suffocation of a fire inside is more likely than in the classic construction. In addition, ContainerNG can be equipped explosion-proof with little effort for hazardous goods without incurring major losses in the transport volume. All this significantly reduces the risk of transporting containers.
• 7. Security against burglary: ContainerNG can be equipped with the materials used so that they can not be opened with the classic tools (saw, cutting disc, etc.). This then additionally increases the transport safety of endangered goods.
• 8. Modernity: ContainerNG are standard equipped with advanced sensors for position, position, temperature and internal pressure, as well as with gas supply and discharge, as well as a control panel and transmitter / receiver facilities for sensor data and other information required for logistics. This facilitates modern logistics, especially with today's number of containers and the amount of goods transported. This equipment of ContainerNG will also save a considerable amount of costs in this area.

Claims (9)

Container for shipping and storage purposes, made from components made of fiber-reinforced plastics (FK) and LC composite materials, characterized in that a. the external dimensions (height, width, length) and the dimensions of the functional components (corner castings, etc.) correspond to the standards applicable to ISO containers (in accordance with ISO 668), and b. the values of the load data (load capacity, load capacity) are at least equivalent to those applicable to ISO containers. Container for freight and storage purposes according to claim 1, characterized in that a. the floor slab consists of a composite material of fiber-reinforced plastics (FK) (outer / inner or top and bottom) and a core layer of aluminum honeycomb or aramid fiber honeycomb, b. this base plate has a minimum thickness of 2 cm, and c. with the remaining components (corner posts, outer frame, side walls) is bonded by gluing with a multi-component adhesive. Container for freight and storage purposes according to claim 1, characterized in that a. the corner posts are made of CFRP (carbon fiber reinforced plastic) solid, b. those required for lifting and securing the container. Corner castings are milled into the ends of the corner posts, and c. the connection of the Eckpfostem with the other components of the container (outer walls (floor, sides and ceiling), CFK frame profiles) by gluing with multi-component adhesive or Schaniere (doors) is done. Container for freight and storage purposes according to claim 1, characterized in that a. the outer frame of the container is formed by L-profiles made of CFRP (carbon fiber reinforced plastic), and b. these L-profiles are connected to the other components (corner posts, floor, ceiling side walls) by bonding by means of a multi-component adhesive. Container for freight and storage purposes according to claim 1, characterized in that a. the outer walls (side walls left and right, possibly a transverse side, door leaf and ceiling slab) are made of a composite material in sandwich construction, b. the respective outsides of these composite panels are made of mats of fiber reinforced plastics, c. the fiber reinforcement of these plastic mats is made by glass fiber, carbon fiber (CFRP) or aramid fiber / kevlar, or by a mixture of two or three of these substances, and d. the core layer of the composite construction consists of a (insulating) sandwich foam or a reinforcing honeycomb structure or a mixture of both, and e. the outer walls are bonded by gluing with a multi-component adhesive to the other components (outer frame, corner posts, base plate). Container for freight and storage purposes according to claim 1, characterized in that a. the two-leaf doors attached to one or both front sides seal the container watertight via attached sealing lips. Container for freight and storage purposes according to claim 1, characterized in that a. In the components standardized sensors for position (GPS / Galileo), position, internal pressure, temperature, humidity, o. Ä. Embedded are, b. the data of these sensors can be read out via a functional panel or wirelessly via RFID / Bluetooth / WLAN / GSM / UMTS, and c. via the panel or wirelessly further information contained in a digital memory to the container and its logistics can be queried or entered. Container for freight and storage purposes according to claim 1, characterized in that a. the construction process for containers made from these materials is modular so that different sizes of ISO containers can be made of the same components for different uses, b. for the production of components made of fiber-reinforced plastics, a particularly UV-resistant synthetic resin is used, and c. the connection of the individual components by a corrosion-resistant, multi-component plastic adhesive takes place. Container for freight and storage purposes according to claim 1, characterized in that a. Each container may be made completely watertight or gas-tight by attaching or removing closable openings or other equipment or adapted for other uses.

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