EP1661824A2 - Container for the transport of bulk materials - Google Patents

Abstract

The sea container (10) has loading space (11) with inner lining (14',15',16',17') provided on sides of ground (17), longitudinal side walls (12) and front walls (14,15) whereby the inner lining, made of dimensionally stable planar element having reaction-inert and adhesion reducing material, is suitable for filling, transport and emptying dust-like or pourable bulk material. An independent claim is also included for the system to transport bulk material.

Description

The invention relates to an adapted for the filling, transport and emptying dust and pourable bulk cargo shipping container.

With the sea container according to the invention to be transported dust and free-flowing bulk materials generally include coarse granules to the finest dusts with a particle diameter in the micron range and adhesive properties.

The sea container, which is to be modified according to the invention, corresponds to the relevant standards of the International Standardization Organization (ISO) or the relevant European standards for the transport of the load carriers standardized by the European transport companies and known as Euro or Europool pallets with a size of 800 × 1200 mm ² and has sufficient stability for stacking in container ships and for vertical handling, in order to be used in multimodal transport (ship, rail, truck)., Such a sea container can also be as a rewrite suitable standard or standard containers for the transport of bulk goods in multimodal transport.

The so-called container handbook (CHB) of the Gesamtverband der Deutschen Versicherungswirtschaft eV (GDV) distinguishes between different types according to the coding of DIN ISO 4346 of January 1996. The manufacturing technology simplest and therefore most cost-effective design, from which the invention proceeds, is the all-sided closed standard container. The width is uniform 2,438 m. Typical lengths are 6,058 m (20 '), 8,128 m (30') or 12,192 m (40 '). The usual height is 2.591 m. Such containers are commonly used, inter alia, to transport palletized or bagged goods (piece goods). For the transport of Euro or Europool pallets, the container dimensions may differ slightly from the above-mentioned ISO dimensions. The essential components of a sea container are a box or cuboid frame, which carries the longitudinal side walls and end walls and the floor cross member and the roof. Frame and floor cross members are usually made of steel profiles, while for the longitudinal and front side walls steel sheet ("steel container"), aluminum sheet in conjunction with stiffening profiles and possibly a lining made of plywood ("aluminum container") or plywood with glass fiber reinforced plastic coating ("plywood container "or" plywood container ") are used.

Because of the cost advantages, however, the steel container has predominantly prevailed. According to the above-mentioned container handbook, considering the total number of all containers currently used, steel sheet should have an estimated quota of 85%. The floor is usually made of wood, usually made of planks or plywood.

Such sea containers are at best for filling, transport and emptying easily pourable bulk materials, ie of bulk materials from a certain grain size, such as grain. As a result of beads in the longitudinal and end walls, unevenness in the ground, etc., such shipping containers namely wells or pockets in which charged bulk material can settle under a certain grain size, resulting in a complete filling or a complete emptying (Residual material in the container after emptying below 1%) would be impossible or only possible with additional precautions. Difficult to pour or dusty bulk materials can also be due to their often adhesive properties in loose state with conventional sea containers only inefficient and therefore not satisfactory to transport with conventional sea containers.

For the filling, transport and emptying loose dusty and / or free-flowing goods there are specially made silo containers or bulk containers (also known as bulk containers), the design of which may differ from the aforementioned box or cuboidal design. Examples include the known under the brand Silotainer® or Bulktainer® bulk containers of the company Zeppelin silo and Apparatetechnik GmbH in Friedrichshafen called.

ISO bulk containers are similar in exterior dimensions to the conventional general cargo sea containers, but they also have additional filling and discharge openings. The filling openings are arranged in the roof. The outlet openings, such as unloading flaps, are usually mounted on one of the end walls, they are usually integrated into the doors. Less typical is the design with laterally arranged outlet openings. The emptying takes place by gravity, for which purpose the bulk containers are tilted out of a horizontal transport position out by a tilt angle in the range of 45 ° in an inclined position, so that the bulk material can flow out through the outlet openings on the end walls. In non-closed types, such as bulk containers with tailgates, but there is a risk that penetrate through the outlet openings impurities in the container and pollute the loaded bulk material. Gravity emptying can also be done with compressed air. such closed designs require compared to the conventional sea containers but a higher design and manufacturing effort and are therefore associated with higher acquisition costs.

In the sense of a cost-effective solution for filling, transporting and emptying dusty and / or pourable bulk materials and to prevent the contact of the cargo with the container walls in the past on so-called inlays (also known as inlets or liner bags) was used. By the introduction of such foldable, bag-shaped inner linings normal sea containers should also be used as bulk containers. Such inlays are shown and described for example in DE 698 04 647 T2. A disadvantage of such inlays on the one hand is their time-consuming operation, since they are initially unfolded for filling usually at least partially by hand and aligned with appropriate filling and emptying connections on the side of the container and must be merged again by hand after emptying. On the other hand, the handling of these inlays requires special care in order to cause any cracks or other damage during filling due to the inevitably occurring relative movement between the unfolding inlay and the container walls. Apart from this, these inlays make complete emptying of the container more difficult, since a completely wrinkle-free deployment is hardly possible and thus the risk of bridge formation in the charged bulk material material is increased. Therefore, such inlays are suitable only for easily flowable bulk materials, while they are not suitable for dusty bulk materials and in particular for bulk materials with adhesive properties due to the above-described emptying difficulties. In addition, such inlays for a Bulk companies are associated with not insignificant costs, if they are used only once, or are not efficient due to the enormous cleaning, drying and folding costs, as far as they are used several times.

The invention is based on the object of developing a standard box or cuboid standard sea container of the type described above with the least possible financial expense so that it for the filling, transport and emptying of bulk materials of any kind, especially dusty and free-flowing Goods with adhesive properties, is suitable.

This object is achieved by a modified according to the features of claim 1 sea container. Advantageous developments are the subject of dependent claims.

According to claim 1, it is proposed to provide the cargo space of a conventional sea container at least on the side of the bottom and the longitudinal and end side walls, preferably on all sides, each with an inner lining. The inner linings are made of dimensionally stable, i. permanently and dimensionally stable to the container walls (longitudinal and end walls, floor, roof) attachable surface elements formed from a suitable for the filling, transport and emptying of dusty and / or free flowing bulk materials, reaction-inert and adhesion-reducing material.

As mentioned at the beginning, sea containers are understood to be standard commercial containers, which in terms of dimensions comply with the relevant ISO standards or Euro pallet standards and have a sufficient standard Stability for stacking in container ships and for vertical handling, in order to be used in multimodal transport (ship, rail, truck). The bulk materials generally include coarse-grained granules to the finest dusts with a particle diameter in the μm range and adhesive properties.

Specifically, in the preferred embodiment, a standard standard cuboidal container is used in the usual 2,991 m (10 ') to 12,192 m (40') lengths with a steel frame construction, preferably steel beaded sheeting on the longitudinal and end walls, preferably a plywood bottom - or screen printing plates and / or a roof are preferably mounted from steel bead sheet.

In the interests of a smooth discharge of the loaded bulk material, the surface elements of the inner linings are preferably attached to the sea container walls, the floor and / or the roof in such a way that they substantially seamlessly merge into one another, i. bordered on each other without any noticeable, run-off-inhibiting interfaces.

Suitable materials for use as an inner lining are metal sheets, preferably aluminum sheets, plastic sheets, preferably glass fiber reinforced plastic sheets, and / or wood sheets, preferably plywood sheets. Of course, other common reaction inert and adhesion-reducing materials, such as rubber plates or coated or lakkierte steel plates, or combinations of the materials mentioned are possible. In the case of material combinations, such as aluminum-coated plywood boards, the reaction-inert surface is of course on the side of the loaded piece goods. By a suitable choice the lining material depending on the bulk material to be loaded, the cost of modifying a conventional sea container can be kept low.

The other parameters of the inner lining, such as surface quality (in particular their roughness), etc., are selected depending on the nature of the bulk material to be received in the sea container.

The inner liners are to be mounted in particular on the longitudinal and end walls, on the floor and possibly on the roof of the sea container that the loading space limiting side of the inner lining a substantially continuous, smooth surface without significant unevenness be a leakage of the bulk material be - or even prevent forms. This ensures that the bulk material to be filled or unloaded smoothly along the affected side walls, i. the floor, the longitudinal and end walls and possibly the roof, runs.

In a preferred embodiment, the inner lining is formed as an integrally manageable, cuboid inner container. The outer dimensions of this inner container are matched to the inner dimensions of the sea container. This inner container is inserted over one of the two end faces in the shipping container and in this state on the shipping container in a suitable manner, for example by screws, rivets, gluing, etc., is attached. The preparation of the cuboid inner container outside and independent of the shipping container and the subsequent installation and attachment of this inner container in sea containers has been found to be particularly cost-effective to provide the sea container with a dimensionally stable inner lining. Intermediate spaces, after the insertion of the inner container in the sea container between the inner container and the sea container walls are present, especially in steel bead walls, are preferably foamed with PU foam. By using correspondingly dimensioned or curved surface elements, preferably aluminum sheets with a thickness of 3 mm, as floor, ceiling and side walls can be easily form a dimensionally stable inner container that has almost no the bulk material outlet obstructing interfaces after installation in the shipping container.

In contrast to the inlays mentioned above, the invention modified sea container allows for certain bulk solids substantially complete emptying already by being pivoted by means of a corresponding tilting chassis from a horizontal transport position in an inclined position up to a vertical position, so that certain bulk materials , such as Blue grain fertilizer, via a material spout, a flap or just a door on the lower end wall of the lake container alone under the influence of gravity can leak out in a satisfactory manner.

According to the invention thus obtained for the filling, transport and emptying of bulk goods suitable sea container. The cost of retrofitting a sea container according to the teaching of the invention are well below the cost of a specially prepared silo or bulk container.

In order to keep the total costs for the purchase and conversion of a sea container as low as possible, the inner lining is preferably permanently attached, in contrast to the above-mentioned inlays on the ground, the longitudinal and end walls and the roof of the lake container.

On a front wall of the sea container, a material outlet is preferably provided. The material outlet allows a controlled and metered emptying of the sea container. As regards the material outlet, it is possible to resort to conventional material outlets with, for example, a rotary valve, a screw conveyor, a compressed air inlet system, a vibrator, etc. In the simplest form, the material spout consists of, for example, a tubular spigot for connection to an external unloading device, e.g. Bulk alley.

To enable a metered discharge of the bulk material transported in the sea container, the material outlet is preferably followed by a rotary feeder. The rotary valve is preferably followed by a pneumatically operated air conveyor system for further promotion of discharged from the sea container via the rotary feeder bulk goods. For transporting the discharged via the rotary feeder bulk material to the air conveyor system between airlock and air conveyor preferably an airlock, for example in the form of blow-through or injector, arranged, which blows the discharged from the rotary valve bulk material to the air conveyor, from where the bulk material are finally transported can.

Since the airlock uses to transport the discharged from the feeder bulk material of a flowing at a certain pressure in the direction of the air conveyor airflow, it may, for. B. happen in bulk material congestion in the rotary valve and / or on the way to the air conveyor that extends from the airlock on the rotary feeder in the direction of material outlet and thus in the direction of the cargo space build up too much pressure, which could break down as overpressure in the hold. In order to prevent this overpressure could impede the further discharge of the bulk material, the rotary valve is connected to the airlock, preferably the inlet region of the airlock, via a connecting line in which a controllable pressure relief valve is arranged, via which a possible overpressure can be reduced. This entrained bulk material is returned to the airlock and thus the air conveyor.

The above-illustrated combination of the rotary valve and the downstream airlock with the arranged between the rotary valve and the airlock connection line in which an adjustable pressure relief valve is integrated, represents a bulk material or bulk material metering system, which may be in connection with the airframe but regardless of the invention Sea container is considered to be an independent invention for which protection could be sought at a later date by means of a divisional application.

In terms of a smooth as possible, smooth transition between the side walls of the hold of the sea container and the material spill this can be preceded by the cargo space in the direction of material spout truncated pyramid or cone-like or in any other form, for example in the form of a Blechabwicklung, tapered discharge funnel. For cost reasons, the discharge funnel may be formed of the same material as the inner lining. The discharge funnel can also be formed of a different material than the inner lining. To simplify the production of the discharge funnel may be made of sheet metal, such as aluminum or steel sheet, for example, while the inner lining made of plywood or plastic plates. Further, the discharge funnel may be formed integrally with the material outlet or as separate from the material outlet. In one-piece design of the material spout with the discharge funnel would form a kind of spout that limits the load space on one side of the two end walls of the sea container and allows a metered outlet of the loaded piece goods. In any case, the outlet hopper or the outlet pot can be connected via suitable brackets for cleaning purposes or generally for the purpose of access to the hold releasably connected to the maritime container.

In the above-mentioned preferred embodiment of the sea container, in which the inner lining is formed by an integrally manageable, cuboidal inner container, the discharge funnel is preferably integrally attached to the inner container. In this state, the inner container and the discharge funnel can then be inserted as a dimensionally stable unit easily in the sea container and fasten.

The material outlet may be accessible from outside via a flap provided on the one end wall. Material outlet and outlet funnel are in this case within the respective ISO dimensions of the sea container. The cargo space can be accessible via a door provided on the other end wall.

To facilitate the outflow of the bulk material from the hold, in particular less flowable goods, a compressed air inlet system for introducing compressed air into the hold for loosening the bulk material received in the hold in the vicinity of the material outlet can be provided on one end wall. If the above-mentioned outlet funnel is present, the compressed air inlet system is preferably provided on the outlet funnel in such a way that the bulk material to be discharged is "fluidizable" by compressed air in the direction of material outlet. For this purpose, a plurality of Lufteinblasdüsensätze can be provided at an axial distance of the truncated pyramid or conically tapered discharge funnel, each having a plurality of circumferentially uniformly spaced Lufteinblasdüsen. Alternatively or additionally, a vibrator for generating vibrations in the bulk material received in the cargo space can be provided in the vicinity of the material outlet on the one end wall.

The inventively modified sea container is preferably used in conjunction with a mobile chassis on which the sea container is pivotally mounted via a tilting mechanism. Sea containers and chassis thus form a system for the transport of bulk materials. The chassis may be the chassis of a towing vehicle, a semitrailer towed by a towing vehicle, or a trailer towed by a towing vehicle. It is advantageous if the sea container is hinged to the chassis in such a way that it is pivotable from a substantially horizontal transport position by a tilt angle in the range of 45 ° to 90 ° in an inclined position or substantially vertical position.

In order to park the maritime container in the vertical position on a non-system support, the maritime container is preferably unlocked via a power-operated locking system from the chassis. In a simple further development, the locking system can be operated hydraulically, electrically or electropneumatically.

• Fig. 1a bis 1d schematisch eine erste Ausführungsform des erfindungsgemäß modifizierten Seecontainers in verschiedenen Ansichten;
• Fig. 2a bis 2d schematisch eine zweite Ausführungsform des erfindungsgemäß modifizierten Seecontainers in verschiedenen Ansichten;
• Fig. 3a und 3b schematisch eine dritte Ausführungsform des erfindungsgemäß modifizierten Seecontainers in verschiedenen Ansichten; und
• Fig. 4a und 4b schematisch eine vierte Ausführungsform des erfindungsgemäß modifizierten Seecontainers in verschiedenen Ansichten.

The figures show various embodiments and applications of the present invention modified sea container. In particular show:

• 1a to 1d schematically a first embodiment of the present invention modified sea container in different views;
• 2a to 2d schematically show a second embodiment of the present invention modified sea container in different views;
• 3a and 3b schematically show a third embodiment of the present invention modified sea container in different views; and
• 4a and 4b schematically a fourth embodiment of the invention modified sea container in different views.

In the following, the embodiments are shown in more detail.

Referring first to FIGS. 1a to 1d, the first embodiment of the sea container modified according to the invention will be explained. In FIGS. 1a, 1b and 1c, the longitudinal, width and height directions are indicated by arrows L, B and H, respectively. The arrow L points in the forward direction, the arrow H points in the upward direction and the arrow B points in a direction from left to right. The directional information refers to the usual transport position of the sea container on a (not shown) chassis.

1 a shows a side view, FIG. 1 b shows a top view, and FIG. 1 c shows a rear view of the sea container 10 in a horizontal position and Fig. 1d is a side view of the sea container 10 in a vertical position. The horizontal position of the sea container 10 shown in Fig. 1a corresponds to the transport position on a (not shown) chassis or support frame. The vertical position of the sea container 10 shown in FIG. 1d corresponds to a 90 ° tilt on the chassis (not shown) or a vertical arrangement of the sea container 10 on the support (not shown) for gravity drainage of the sea container 10.

The essential components of the sea container 10 are a steel frame construction consisting of four corner columns and one left and one right floor and roof rails and one front and one rear floor and roof cross member. The steel frame construction forms a box or cuboid of the sea container 10 to which the longitudinal side walls 12, 13, the end walls 14, 15, the roof 16 and the floor 17 are attached.

The floor 17 rests on between the bottom rails fitted floor cross members. The bottom 17 is preferably made of multi-glued plywood boards. Alternatively, however, other floor coverings, such as e.g. Steel plates, plastic plates, etc. possible. The only decisive factor is that the soil can carry the uniformly distributed bulk solids load.

The left and right longitudinal side wall 12 and 13 and the front and rear end side wall 14 and 15 and the roof 16 are preferably made of steel sheet steel for cost reasons, which is indicated in Fig. 1a, 1b and 1d drawing. Alternatively, but also aluminum sheet, possibly in conjunction with stiffening profiles, or plywood boards with glass fiber reinforced plastic coating can be used.

In the roof 16 of the sea container 10, as shown in Fig. 1c, three closable filling openings 26a, 26b, 26c for filling the sea container 10 is provided.

At all vertices of the supporting base frame of the sea container 10 there are connection corner pieces which are provided for gripping the sea container 10 modified according to the invention with lifting devices.

The above-described construction of the base frame and the longitudinal side walls 12, 13, the end walls 14, 15, the roof 16 and the bottom 17 corresponds to the usual structure of conventional ISO or Euro pallet standard sea containers. The outer dimensions, i. Length, width and height of the sea container 10 therefore correspond to the relevant standard dimensions. Without further precautions, the conventional sea container 10 described so far is suitable for transporting piece goods in loose, palletized or bagged form, but not for the transport of dusty and / or pourable bulk materials with adhesive properties.

According to the invention, the conventional sea container 10 is now to be further developed so that it can also be used for filling, transporting and emptying bulk goods of any kind, i. also dusty and free-flowing bulk materials with adhesive properties, is suitable.

In the first embodiment, for this purpose, the longitudinal side walls 12, 13, the front end side wall 14, the bottom 17 and the roof 16 on the inside, ie on the side of the cargo space 11, each with an inner lining 12 ', 13', 14 ', 17' and 16 'provided. The above-mentioned longitudinal side walls 12, 13, the front end wall 14, the floor 17 and the roof 16 are hereinafter referred to generally as container walls. In the first embodiment, the inner lining per container wall in each case consists of several large-area as possible aluminum sheets, which is in a suitable manner, for example, riveted, screwed, welded or glued, the inside of the relevant container wall is attached. The surface elements are attached to the container wall in question in such a way that they essentially merge seamlessly with one another, ie without interfaces, which would substantially hinder the flow of the bulk material. The surface elements can for example be arranged and attached to the relevant container wall in such a way that they butt against each other. In the practical experiment, however, an overlapping arrangement of the surface elements has also proven to be efficient. For example, 1.5 mm thick aluminum sheets were arranged overlapping at the edges in the bulk material discharge direction and soldered together in the region of the overlap region. In any case, according to the invention, substantially continuous, smooth container wall inner surfaces can be obtained by the inner linings, ie without significant unevenness which would prevent or even prevent the bulk material from flowing out in the emptying position of the sea container 10 shown in FIG.

In principle, instead of the aluminum sheets used in the first embodiment, any surface elements made of materials other than aluminum can be used, provided they have reaction-inert and adhesion-reducing properties with regard to the bulk material to be charged and thus for the filling, transport and emptying of dust-like and / or free-flowing bulk solids are suitable. Other suitable materials for use as inner lining are, for example, coated or painted stainless steel sheets, plastic sheets, preferably glass fiber reinforced plastic sheets, and / or wood sheets, preferably plywood sheets. Of course, other common reaction-inert and adhesion-reducing materials, such as reinforced rubber sheets, or combinations of the aforementioned materials are possible. In the case of material combinations, such as aluminum-coated plywood boards, the reaction-inert surface is of course on the side of the loaded piece goods. b

As an alternative to the inner lining per container wall consisting of several surface elements, the inner lining per container wall may in principle also consist of a single, continuous surface element which lines the relevant container wall.

The concrete parameters of the interior lining material, such as composition, surface area (in particular their roughness), etc., are chosen depending on the nature of the bulk material to be loaded.

• Li = 5,898 m bei einer Containerlänge von 6,058 m (20') oder
• Li = 12,035 m bei einer Containerlänge von 12,192 m(40')
• Bi = 2,350 m bei einer Containerbreite von 2,438 m
• Hi = 2,390 m bei einer Containerhöhe von 2,591 m

In the embodiment shown in FIGS. 1a, 1b, 1c and 1d, the cargo space has, for example, the following internal dimensions:

• Li = 5.898 m with a container length of 6.058 m (20 ') or
• Li = 12.035 m with a container length of 12.192 m (40 ')
• Bi = 2.350 m with a container width of 2.438 m
• Hi = 2,390 m with a container height of 2,591 m

At the rear end wall 15, a material outlet 20 is provided. In the illustrated embodiment, the material spout 20 is a tubular spigot substantially centered on the rear end wall 15 for connection to an external discharge device (not shown). The material outlet 20 is closed by a (not shown) obturator. The material spout 20 allows for controlled and metered emptying of the sea container 10. The spout 20 may contain conventional metering systems, such as e.g. a rotary valve or the like, have. The diameter d of the material spout 20 is about 0.25 m in the first embodiment.

In the interest of a smooth as possible, smooth transition from the inner liners 12 ', 13', 17 'and 16' of the longitudinal side walls 12, 13, the bottom 17 and the roof 16 of the cargo space 11 of the sea container 10 in the material outlet 20 this is in the first Embodiment a discharge hopper 22 upstream. The outlet funnel 22 tapers the loading space 11 in the direction of the rear end wall 15 or the material outlet 20 in the manner of a truncated pyramid. As shown in FIGS. 1a, 1b and 1c, the material outlet has four plate-shaped triangular elements 22a, 22b, 22c, 22d which, starting from the inner linings 12 ', 13', 17 'and 16' of the longitudinal side walls 12, 13, of the bottom 17 and the roof 16 of the cargo space 11 converge at a distance x of about 1.775 m to the rear end wall 15 each at an angle α of about 30 ° truncated pyramid to the center of the rear end wall 15 and open into the material outlet 20. The plate-shaped triangular elements 22a, 22b, 22c and 22d may be suitably stiffened or supported on the side facing away from the bulk material in order to withstand the load acting through the bulk material. The way as well Dimensierung of the stiffening or support used is determined depending on the size of the load and the strength of the material used for the triangular elements. The triangular elements 22a, 22b, 22c and 22d define, as they limit the cargo space 11 to the rear, an inner lining 15 'of the cargo space 11 on the side of the rear end wall 15th

Instead of the truncated pyramidally tapered outlet funnel 22, a tapered outlet funnel may in principle be used, for example, a cone-shaped or a through a corresponding multiple fold of a metal sheet in an approximately conical shape brought outfeed funnel.

The discharge hopper 22 is also formed of aluminum sheets in the first embodiment. But it can also be formed from another of the aforementioned materials. It is only decisive that the material used for the outlet funnel 22 with respect to the bulk material to be charged has reaction-inert and adhesion-reducing properties and is compatible with the material for the interior linings.

The material outlet 20 is accessible via a provided on the rear end wall 15 (not shown) flap from the outside and is thus within the outer dimensions of the sea container 10. Furthermore, in the first embodiment, the loading space 11 is accessible via a provided on the front end wall 14 double doors , which is indicated in Fig. 1c on the width and height dimensions BT and HT. Deviating from or in addition to the front end wall 14, a material inlet, for example in the form of an inlet nozzle, be provided. In this further development, the sea container modified according to the invention can be used as a so-called silo or buffer store in a vertical arrangement resting on a support frame.

In the first embodiment, the discharge hopper 22 and the material spout 20 are integrally fixed to each other and secured by suitable mounting and fastening means in the cargo space 11 to the container walls. In the first embodiment, the attachment of the outlet funnel 22 and 20 Materialauslaufs takes place on the container walls by screwing or riveting. Leaks between discharge hopper 22 and material outlet 20 on the one hand and between the outlet hopper 22 and the sea container 10 are sealed by (not shown) suitable sealing means.

Notwithstanding the one-piece design illustrated above, the outlet funnel 22 and the material spout 20 may also be provided as separate components which may be secured by suitable attachment means, e.g. Gland, releasably secured together. The releasable attachment may be advantageous for ease of service and maintenance of the discharge hopper 22 and the material spout 20.

Not shown in the drawings is a the material outlet 20 downstream rotary feeder, which allows a metered discharge of transported in the sea container bulk material. The rotary feeder is followed by a pneumatically operated air conveyor system, also not shown, for the further conveyance of the bulk material discharged from the sea container via the rotary feeder. For transporting the discharged via the rotary feeder bulk material to the air conveyor system is preferably between cellular feeder and air conveyor an airlock, for example of the type designed as a blow-through or injector, which blows the discharged from the rotary feeder bulk material to the airframe, from where the bulk material is finally transported. In order to prevent accumulation of bulk material in the area of the rotary valve being able to build up an overpressure which acts in the direction of the loading space and could impede the further outflow of the bulk material, the rotary valve, in particular the outlet area of the rotary valve, is with the airlock, preferably the inlet area of the airlock , Connected via a connecting line, in which a controllable pressure relief valve is arranged, via which a possible overpressure can be reduced. This entrained bulk material is returned to the airlock and thus the air conveyor.

To facilitate the outflow of the bulk material from the loading space 11, a compressed air inlet system 24 is furthermore provided in the region of the outlet funnel 22 in the first embodiment. The compressed air inlet system in the first embodiment consists of four nozzles, of which only the nozzles 24a and 24b can be seen in Figs. 1a and 1d. The nozzles of the compressed air inlet system 24 are arranged in the first embodiment at a distance z of about 0.4 to 0.5 m from the rear end wall 15 at an angular distance of 90 ° around the material outlet 20 around and blow compressed air in a direction to the material spout 20th Each triangular surface 22a, 22b, 22c, 22d of the outlet funnel 22 is associated with a nozzle. About the nozzles can be blown to loosen the pending on the discharge hopper 22 and 20 material outlet bulk material compressed air. Not shown in the figures is a vibrator which may be provided alternatively or in addition to the compressed air inlet system 24 on the side of the material outlet 20 and outlet funnel 22, in order to Loosening of the bulk material in these vibrations.

Notwithstanding the first embodiment, the arrangement and number of nozzles can be selected depending on the characteristics of the bulk material to be emptied.

The sea container 10 according to the invention is preferably used in conjunction with a (not shown) mobile chassis on which the sea container is pivotally mounted via a tilting mechanism. While Fig. 1a indicates a substantially horizontal position of the sea container 10 on the chassis, in Fig. 1d the sea container 10 is shown in a substantially 90 ° from the horizontal, rotated in a clockwise, vertical position. In the first embodiment, the shipping container 10 is therefore hinged to the chassis in such a way that it from the substantially horizontal transport position, which can be seen in Fig. 1a, for gravity evacuation by a tilt angle γ of about 90 ° in the in Fig. 1d shown emptying position is pivotable. Of course, the sea container 10 can also be pivoted about an arbitrary swivel angle γ in the range of 0 ° to 90 °.

Chassis and inventive sea container 10 form a system for the transport of bulk materials. The chassis may be the chassis of the chassis of a towing vehicle, a semi-trailer pulled by a towing vehicle, or a trailer towed by a towing vehicle.

Referring to FIGS. 2a to 2d, the second embodiment of the sea container according to the invention is explained below. In FIGS. 2a, 2b and 2c, the longitudinal, width and height directions are indicated by arrows L, B or H specified. The arrow L points in the forward direction, the arrow H points in the upward direction and the arrow B points in a direction from left to right. The directional information refers to the usual transport position of the sea container on a (not shown) chassis.

Fig. 2a shows a side view, Fig. 2b is a plan view and Fig. 2c is a rear view of the sea container 10 in a horizontal position and Fig. 2d is a side view of the sea container 10 in a tilted position. The horizontal position of the sea container 10 shown in Fig. 2a corresponds to the transport position on a (not shown) chassis or support frame. The tilted position of the sea container 10 shown in FIG. 2 d corresponds to a 60 ° tilt on the chassis (not shown) for gravity drainage of the sea container 10.

The second embodiment essentially differs from the first embodiment only in the arrangement of the material outlet 20 and in the design of the outlet funnel 22. Differing from the first embodiment, the material outlet 20 is located in the second embodiment, as shown in FIGS. 2a and 2c. at the height of the inner lining 17 'of the bottom 17. As shown in Figs. 2a, 2b and 2c, the discharge hopper 22 in the second embodiment has three plate-shaped triangular elements 22b, 22c and 22d. The triangular elements 22b and 22d run starting from the inner linings 12 'and 13' of the longitudinal side walls 12 and 13 of the loading space 11 at a distance x of about 1.775 m from the rear end wall 15 each at an angle α of about 30 ° to the center of the rear End wall 15 together. The triangular element 22 c runs starting from the inner lining 16 'of the roof 16 of the loading space 11 at a distance y of approximately 1.207 m to the rear end wall 15 at a predetermined angle δ of about 30 ° to the material outlet 20. The triangular elements 22b, 22c and 22d define, since they limit the cargo space 11 to the rear, an inner lining 15 'of the cargo space 11 on the side of the rear end wall 15th

Since the material spout 30 is arranged in the second embodiment at the level of the inner lining 17 'of the bottom 17, it is sufficient if the sea container 10 for gravity discharge from the horizontal position shown in Fig. 2a, by a tilt angle γ of about 60 ° the tilting position shown in Fig. 2d is pivoted.

Since, in the second embodiment, the bulk material discharging from the loading space 11 in the tilting position of the bulk goods container 10 shown in FIG. 2d comes into contact with the inner lining 16 'of the roof 16 to a much lesser extent than in the first embodiment, in the second embodiment in FIG Depending on the tilt angle of the sea container 10 on an inner lining of the roof 16 are dispensed with.

The abovementioned features of the first and second embodiments of the sea container 10 according to the invention can, of course, be combined with one another as desired.

In the third and fourth embodiments shown in FIGS. 3a and 3b or FIGS. 4a and 4b, the inner lining is designed as a one-piece, cuboidal inner container 30 '. In the further features, the sea container corresponds to the sea containers shown in FIGS. 1a to 1c and FIGS. 2a to 2c. The outer dimensions of this inner container 30 'are matched to the inner dimensions of the sea container. This inner container 30 'is on the front end side wall 14th provided double wing door inserted into the sea container and in this state on sea container, for example, at appropriate locations of the longitudinal side walls 12, 13, the front end wall 14, the bottom 17 and the roof 16, here z. B. at the filling openings 26 a, 26 b, 26 c, in a suitable manner, for example by screws, rivets, gluing, etc., is attached. After insertion of the inner container 30 between this and the aforementioned longitudinal side walls 12, 13, the front end wall 14, the bottom 17 and the roof 16 remaining gaps are finally filled with polyurethane foam for stiffening and noise reduction. By using appropriately sized or curved surface elements, preferably aluminum sheets with a thickness of 3 mm, as floor, ceiling and side walls of the inner container 30 'can be easily form a dimensionally stable inner container, which after installation in the shipping container almost no bulk outlet having disabling interfaces.

Claims (28)

Sea container with a loading space (11) at least on the side of the bottom (17) and the longitudinal side walls (12, 13) and the end side walls (14, 15) defining inner lining (12 ', 13', 14 ', 15', 16 ' 17 '), characterized in that
the inner lining of dimensionally stable surface elements is formed from a suitable for the filling, transport and emptying of dusty and / or free flowing bulk materials, reaction-inert and adhesion-reducing material. Sea container according to claim 1, characterized in that the inner lining is permanently attached to the respective container walls. Sea container according to claim 1 or 2, characterized in that all container walls are lined. Sea container according to one of claims 1 to 3, characterized in that the surface elements of the inner lining of one of the container walls pass substantially seamlessly into one another. Sea container according to one of claims 1 to 4, characterized in that the inner lining is formed as an integrally manageable, cuboid inner container (30 ') whose outer dimensions are matched to the inner dimensions of the sea container and in one of the two end faces in the sea container inserted state is attached to this. Sea container according to claim 5, characterized in that the defined by the inner container cargo space at one of the two end faces of the sea container in a truncated pyramid or conically tapering discharge funnel (22) passes. Sea container according to claim 6, characterized in that the inner container (30 ') and the discharge funnel (22) are integrally joined together. Sea container according to one of claims 1 to 7, characterized in that the inner lining is at least partially made of metal sheets, preferably aluminum sheets, plastic plates, preferably glass fiber reinforced plastic plates, and / or wood panels, preferably plywood panels formed. Sea container according to one of claims 1 to 8, characterized by a material outlet (20) on one (15) of the end side walls (14, 15). Sea container according to claim 9, characterized by an upstream of the material outlet, the cargo space in the direction of material outlet truncated pyramid or conically tapering discharge funnel (22). Sea container according to claim 10, characterized in that the discharge funnel is formed of the same material as the inner lining. Sea container according to claim 11, characterized in that the discharge funnel is formed of a different material than the inner lining. Sea container according to one of claims 9 to 12, characterized in that the material outlet via a on the one end wall (15) provided flap is accessible from the outside. Sea container according to claim 13, characterized in that the loading space is accessible via a door provided on the other end wall (14). Sea container according to one of claims 9 to 14, characterized by a provided on the side of the material outlet compressed air injection system (24) for injecting compressed air into the loading space for loosening the adjacent bulk material. Sea container according to one of claims 9 to 15, characterized by a provided on the side of the material outlet vibrator for generating vibrations and thereby for loosening the adjacent bulk material. Sea container according to one of claims 9 to 16, characterized in that the material outlet has a tubular connecting piece for connecting an external discharging device. Sea container according to one of claims 9 to 17, characterized by a downstream of the material outlet rotary valve for metered discharge of transported in the sea container bulk material. Sea container according to claim 18, characterized by a pneumatic air conveyor downstream of the rotary valve for further conveying the discharged from the sea container on the rotary feeder bulk material. Sea container according to claim 19, characterized by a switched between rotary valve and air conveyor system Air lock for blowing the discharged from the rotary feeder bulk material to the air conveyor. Sea container according to claim 20, characterized by a between the rotary valve, in particular the outlet region of the rotary valve, and the airlock, in particular the inlet region of the airlock, arranged connecting line with adjustable pressure relief valve. Sea container according to one of claims 1 to 21, characterized by a steel frame construction, on the longitudinal and end walls preferably made of steel sheet steel, a bottom preferably made of plywood or screen printing plates and / or a roof are preferably mounted from steel beaded sheet. System for transporting bulk goods, comprising a shipping container according to one of claims 1 to 22 and a mobile chassis carrying the shipping container. A system according to claim 23, characterized in that the chassis is the chassis of a towing vehicle, a semitrailer towed by a towing vehicle or a trailer towed by a towing vehicle. System according to claim 23 or 24, characterized by a tilting mechanism arranged between the chassis and the sea container, for tilting the sea container relative to the chassis from a substantially horizontal transport position by a specific tilt angle into a discharge position. System according to claim 25, characterized in that the emptying position corresponds to a tilt angle in the range of 45 ° to 90 ° relative to the horizontal. System according to one of claims 24 to 26, characterized in that the maritime container on the chassis via a force-actuated locking system can be locked and unlocked. System according to claim 27, characterized in that the locking system is hydraulically, electrically or electropneumatically actuated.

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