EP2401213A1 - Dispositif de réduction des charges de verrouillage et des charges sur les conteneurs de fret - Google Patents

Dispositif de réduction des charges de verrouillage et des charges sur les conteneurs de fret

Info

Publication number
EP2401213A1
EP2401213A1 EP10711631A EP10711631A EP2401213A1 EP 2401213 A1 EP2401213 A1 EP 2401213A1 EP 10711631 A EP10711631 A EP 10711631A EP 10711631 A EP10711631 A EP 10711631A EP 2401213 A1 EP2401213 A1 EP 2401213A1
Authority
EP
European Patent Office
Prior art keywords
unit
freight
cargo
edge
arrangement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP10711631A
Other languages
German (de)
English (en)
Other versions
EP2401213B1 (fr
Inventor
Dietmar Glatz
Markus Kaulbars
Ulrich Meier-Noe
Achim Merklinger
Ludger Merz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations GmbH
Original Assignee
Airbus Operations GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations GmbH filed Critical Airbus Operations GmbH
Publication of EP2401213A1 publication Critical patent/EP2401213A1/fr
Application granted granted Critical
Publication of EP2401213B1 publication Critical patent/EP2401213B1/fr
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D88/00—Large containers
    • B65D88/02—Large containers rigid
    • B65D88/12—Large containers rigid specially adapted for transport
    • B65D88/14—Large containers rigid specially adapted for transport by air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D90/00—Component parts, details or accessories for large containers

Definitions

  • the invention relates to the reduction of loads between freight containers and bars in cargo holds.
  • the invention relates to an arrangement for reducing loads on moving cargo units in a cargo hold of a means of transport.
  • the invention relates to a freight container with an arrangement for reducing loads, a means of transport with a freight container and a method for reducing loads on a moving load unit in a cargo hold of a means of transport.
  • ULD unit load devices
  • ULDs are generally fixed to the edge ledges of their bottom plate via latches in the cargo holds of aircraft in their final position. Positioning takes place via roller mats (ball mats, ball strips, ball transfer units) or roller tracks (roller tracks) in the hold of the aircraft.
  • electrical positioning can be performed via so-called Power Drive Units (PDU). These consist of an electric drive, a gearbox and a driven rubber-coated roller, which is mounted in a runway.
  • PDU Power Drive Units
  • the edge strips of the ULD are driven to the latches in the cargo hold.
  • the latter form a stop for the edge strips.
  • the top of the edge strips of the ULD are clamped to the latch. In this way, the ULD is fixed and allows only small shifts.
  • the edge strips of a ULD generally consist of rigid metal profiles that rigidly enclose the base plate of the freight container on all sides.
  • the connection of the bottom plate with the edge strips is generally carried out via riveted joints or otherwise conventional connection techniques.
  • critical dynamic loads forces and moments
  • the high dynamic loads may be due to, for example, a stiff and coupled construction of a bottom plate, a container shell and edge strips of a ULD.
  • an arrangement for reducing loads on a moving cargo unit and a bolt in a cargo hold of a means of transport with a base plate of the cargo unit, an edge profile, a shock edge and a first damping unit is specified.
  • the first damping unit is disposed between the edge profile and the floor panel or between the edge profile and the abutting edge, wherein the first damping unit is designed to damp a movement of the freight unit in a direction of movement of the freight unit for reducing the loads on the freight unit.
  • Such an arrangement enables the reduction of the loads on freight containers and latches of the cargo hold to be achieved by modifying the floor construction of ULD consisting of edge rails and floor slab in such a way that of these only comparatively small dynamic loads in the shift plane of the ULD can be transmitted.
  • the modification may include a reduction in stiffness, an increase in the Damping and a reduction in the mass of the floor construction in the displacement plane include and consist in a combination of the aforementioned modifications.
  • Such an arrangement allows a relative movement to be permitted between the rail bumper and the remaining edge rail when loads, such as forces and moments, occur in the displacement plane of the ULD and thus damping the movement of the rail Freight unit is achievable.
  • Such an arrangement also allows a significant reduction in the loads on the bars, which can be used for example in the cargo holds of the aircraft for securing cargo containers. This allows, for example, a significant reduction of damage to the bays and the floors of the cargo holds and the freight containers, which can lead to increased customer satisfaction and an extension of the life of air cargo containers.
  • the bottom plate, the edge profile and the abutting edge may be formed of steel or aluminum and of polymeric components or composites.
  • the damping unit may be formed of elastomers or any elastic material.
  • Such an arrangement for reducing loads on a moving cargo unit in a cargo hold enables the loads to be reduced by reducing the stiffness or improved damping characteristics of a portion of the cargo unit. Furthermore, by decoupling the edge profile and the bottom plate, a relative movement in one Direction of movement of the freight unit are possible, resulting in a reduction of the loads and a lower number of structural damage to the cargo unit and the bolt for fixing the cargo unit leads.
  • edge profile and the abutting edge are designed as separate components.
  • At least the edge profile and the abutting edge are movable relative to one another, wherein the relative movement between the abutting edge and the edge profile is braked by the damping unit.
  • the arrangement has a second damping unit, wherein the first damping unit is arranged between the abutting edge and a first side of the edge profile, wherein the second damping unit is arranged between the abutting edge and a second side of the edge profile, wherein the first side is arranged perpendicular to the second side.
  • the first damping unit is designed as an elastic spring element.
  • the second damping unit is designed as an elastic spring element.
  • the first damping unit is designed as an elastically deformable rivet connection with an elastically deformable socket.
  • the second damping unit is designed as an elastically deformable rivet connection with an elastically deformable socket.
  • the elastically deformable bush is formed from an elastomer.
  • the edge profile has a groove which is designed for the floating mounting of the bottom plate in the groove, wherein the first damping unit is arranged in the groove of the edge profile.
  • the first damping unit is arranged in the groove of the edge profile.
  • Damping unit integrated into the abutting edge of the cargo unit.
  • the first damping unit is designed as an elastic lip, wherein the elastic lip connects the abutting edge with the edge profile.
  • the second damping unit is designed as an elastic lip which is arranged between the edge profile and the floor plate of the cargo unit.
  • a freight container for an aircraft with a side wall and an arrangement according to one of the preceding exemplary embodiments of the invention is specified.
  • the edge profile is designed to connect the side wall to the bottom plate.
  • a means of transport with a cargo space and a freight container and a bolt for fixing the freight container in the cargo space is specified.
  • a method for reducing loads on a moving freight unit in a cargo hold of a means of transport is specified with a first step for arranging a damping unit between an edge profile and a floor panel of the freight unit or between the edge profile and a collision edge of the freight unit, and a second step for damping a movement of a freight unit in a direction of movement of the freight unit for reducing the loads on the freight unit by a damping unit.
  • the method additionally comprises reducing the loads on the moving freight unit during a loading operation of the freight unit or during a transport of the freight unit in the cargo space of the means of transport or during the flight.
  • FIG. 1a shows a side view of a schematic representation of an arrangement for fixing a cargo unit in a cargo hold.
  • Fig. Ib shows the arrangement of Fig. Ia from a view from above.
  • FIG. 2a shows a side view of a schematic illustration of an arrangement for reducing loads on a moving freight unit in a cargo hold of a means of transport according to an exemplary embodiment of the invention.
  • Fig. 2b shows the arrangement of Fig. 2a from a view from above.
  • 3a shows a side view of a further schematic representation of a
  • Fig. 3b shows the arrangement of Fig. 3a from a view from above.
  • Fig. 4a shows a side view of a further schematic representation of a
  • Fig. 4b shows the arrangement of Fig. 4a from a view from above.
  • Fig. 5a shows a side view of a further schematic representation of a
  • Fig. 5b shows the arrangement of Fig. 5a from a view from above.
  • 6a shows a side view of a further schematic representation of a
  • Fig. 6b shows the arrangement of Fig. 6a from a view from above.
  • FIG. 7a shows a side view of a further schematic representation of an arrangement for reducing loads on a moving freight unit in a cargo hold of a means of transport according to an embodiment of the invention.
  • Fig. 7b shows the arrangement of Fig. 7a from a top view.
  • Fig. 8a shows a side view of a further schematic representation of a
  • Fig. 8b shows the arrangement of Fig. 8a from a perspective view from above and an enlarged detail of the arrangement from a perspective view from above.
  • Fig. 9 shows a means of transport with a cargo space, a freight container and a bolt for fixing the freight container according to an embodiment of the invention.
  • 10 shows a flowchart of a method for reducing loads on a moving freight unit in a cargo hold of a means of transport according to an embodiment of the invention.
  • FIG. 1 a shows a freight unit 101 with a side wall 108, which is connected via an edge profile 104 to a base plate 103, which is riveted to the edge profile 104 via a rivet 105.
  • the freight unit 101 moves in a movement direction 106 in a cargo space 102 toward a latch 107, which is designed to fix the freight unit 101 in the cargo space 102.
  • FIG. 1b shows the freight unit 101, the cargo space 102, and three latches 107 of FIG. 1a in a top view.
  • Multiple rivets 105 may couple four edge profiles 104 of the cargo unit 101 to the floor panel 103.
  • four corner units 109 connecting the edge profiles 104 with each other act with the bottom plate 103 as a mass having the same rigidity.
  • a load case results in a high load impact rather than multiple smaller load impacts.
  • FIG. 2 a shows an arrangement 200 for reducing loads on a moving freight unit 101 in a cargo space 102 of a means of transport Bottom plate 103, which riveted via a rivet 105 to a Kantenpro f ⁇ l 104.
  • a side wall 108th At the Kantenpro f ⁇ l 104 is located in the vertical direction, a side wall 108th
  • the freight unit 101 moves in a direction of movement 106 in the direction of a bolt 107 which is attached to the cargo space 102 of the means of transport and which is designed to fix the freight unit 101 in the cargo space 102.
  • a damping unit 202 comprises a damper 203 and a spring element 204 and is arranged in the direction of movement 106 between the edge profile 104 and a collision edge 201, which is designed to abut the bolt 107.
  • the damping unit 202 for damping a movement of the cargo unit 101 in the direction of movement 106 of the freight unit 101 for reducing the loads on the cargo unit 101 and the latch 107 is executed.
  • Fig. 2b shows the arrangement 200 of Fig. 2a from a view from above.
  • the low weight impact edge 201 is coupled to the edge profile 104 via the spring 204 and the damper 203, which are arranged parallel to each other.
  • the spring 204 is responsible for moving or holding the abutting edge 201 in a starting position.
  • the projection of the abutting edge 201 secures the load transfer in the vertical direction and avoids the penetration of contaminants or of
  • 3a shows an arrangement 200 for reducing loads on a moving freight unit 101 in a cargo space 102 of a means of transport with a
  • Bottom plate 103 which is attached via an elastically deformable rivet connection 301 with an elastically deformable sleeve 302 on an edge profile 104.
  • a side wall 108 is attached to the edge profile 104 in the vertical direction.
  • the freight unit 101 moves toward a bar 107 which is attached to the cargo space 102 of the means of transport for fixing the cargo unit 101 is.
  • the edge profile 104 forms a bumper edge 201.
  • a corner unit 109 is designed to connect in each case two edge profiles 102 of the four edge profiles 102 of the freight unit 101.
  • Bushing 302 forms a damping unit 202, which is designed to damp a movement of the cargo unit 101 in a direction of movement 106 of the freight unit 101 to reduce the loads on the cargo unit 101 and the latch 107.
  • Fig. 3b shows the arrangement 200 of Fig. 3a from a view from above.
  • Elastomer damping unit 202 for rivet 301 decouples the loads on the edge profile 104 from the loads on the floor panel 103 and the other edge profiles 104 (the elastomer provides spring rate coupling and damping). Since the loads on the cargo unit 102 are single loads (no heat generation due to steady oscillation), rubber can be used as the damping material.
  • FIG. 4 a shows an arrangement 200 for reducing loads on a moving freight unit 101 in a cargo space 102 of a means of transport, wherein a vertical side wall 108 of the freight unit 101 is attached to an edge profile 104 of FIG
  • Freight unit 101 is attached.
  • a bottom plate 103 of the freight unit 101 is enclosed in a groove 402 of the edge profile 104, the groove 402 for floating mounting of the bottom plate 103 in the groove 402 is executed.
  • the floating support of the bottom plate 103 can be made possible by a damping unit 202 consisting of a damper 401 and a spring element 403.
  • the freight unit 101 moves in a movement direction 106 towards a latch 107 which is arranged in a cargo space 102, wherein the damping unit 202 for damping the movement of the freight unit 101 in the direction of movement 106 of the freight unit 101 for reducing the loads on the cargo unit 101 is executed.
  • the edge pro fi le 104 forms a bumper edge 201.
  • Fig. 4b shows the arrangement 200 of Fig. 4a from a view from above.
  • the bottom plate 103 can be elastically held in the groove 402 of the edge profile 104.
  • the contribution of the edge profile 104 during load impacts is similar to the contribution of the assembly 200 of Figs. 3a and 3b.
  • the decoupling occurs at the connection of the bottom plate 103 and the edge profile 102, similar to the elastomeric damping according to the arrangement 200 of FIGS. 3a and 3b.
  • the Auflagerung or recording of the bottom plate 103 in the vertical direction is reduced. Rivets can be used to attach the bottom plate 103 to the edge profile 104 in slots.
  • FIG. 5a shows an arrangement 200 for reducing loads on a moving freight unit 101 in a cargo space 102 of a means of transport with a latch 107, a cargo space 102 and a cargo unit 101, which moves toward the latch 107 in a direction of movement 106 according to FIG Arrangement 200 of Fig. 4a.
  • a side wall 108 of the cargo unit 101 is connected to the bottom plate 103 via an edge profile 104 and a rivet 503.
  • a first damping unit 202 is mounted on a vertical side 506, which separates a bumper edge 201 from the edge profile 104. This first damping unit 202 is arranged in the direction of the movement direction 106 of the abutting edge 201.
  • a second damping unit 505 is disposed between the abutting edge 201 and a second side 507 of the edge profile 104, with the first side 506 disposed perpendicular to the second side 507.
  • the abutting edge 201 is additionally connected in the vicinity of the bottom plate 103 to the edge profile 104 via a rivet 504.
  • a compression pressure 501 acts on the first damping element 202, while the second damping element 505 is stressed by shear forces or by a shear stress 502.
  • Fig. 5b shows the arrangement 200 of Fig. 5a from a view from above.
  • the first and second damping units 202, 505 may be formed of rubber and act as Federrichtkopplung and as a damping element.
  • the material rubber is very well suited for the absorption of shear forces or the shear stress 502, and is also suitable for absorbing a compression pressure 502.
  • the stress with tensile forces or by tension can be critical for rubber.
  • a corner unit 109 is designed to connect two edge profiles 102 of the four edge profiles 102 of the freight unit 101.
  • FIG. 6a shows an arrangement 200 for reducing loads on a moving freight unit 101, which moves in a cargo space 102 in a movement direction 106 towards a latch 107 which is arranged on the cargo space 102 of a means of transport.
  • the freight unit 101 has a side wall 108, which is connected via an edge profile 104 to a bottom plate 103, which is fastened to the edge profile 104 via a rivet 105.
  • the cargo unit 101 further includes a bumper 201, on which in the direction of movement 106, a damping unit 202 is arranged, which may be designed as a leaf or band spring 601, wherein the damping unit 202 between the Kantenpro fil 104 and the abutting edge 201 is arranged.
  • the damping unit 202 is designed to damp a movement of the freight unit 101 in the direction of movement 106 of the freight unit 101 in order to reduce the loads on the freight unit 101.
  • Fig. 6b shows the arrangement 200 of Fig. 6a from a view from above.
  • the strip spring 601 decouples the abutting edge 201 from the edge profile 104.
  • the spring receptacle can be arranged on the edge profile 104 behind the abutting edge 201 (short strip spring) or on the end face of the edge profiles 602 on the left and right side of an edge profile 104 (longer band spring).
  • FIG. 7 a shows an arrangement 200 for reducing loads on a moving freight unit 101, which moves in a cargo space 102 of a means of transport in a movement direction 106 toward a latch 107 of the cargo space 102.
  • the freight unit 101 comprises an edge profile 104 on which a bumper edge 201 is arranged, wherein a damping unit 202 is designed integrated into the bumper edge 201 of the freight unit 101.
  • a bottom plate 103 is connected via a rivet 105 with the edge profile 104 of the freight unit 101.
  • Fig. 7b shows the arrangement 200 of Fig. 7a in a perspective view with a view from above and an enlarged view from above of the perspective view.
  • the damping unit 202 or a spring integrated into a part of the edge profile 104 and the abutting edge 202 may be executed, wherein an early decoupling of the bottom plate mass may lead to a reduction of the maximum impact mass.
  • FIG. 8 a shows an arrangement 200 for reducing loads on a moving freight unit 101 in a direction of movement 106 in a cargo space 102 of a means of transport in the direction of a bolt 107 of the cargo space 102
  • Freight unit 101 has a side wall 108, which is connected via a Kantenpro fil 104 with a bottom plate 103, wherein the bottom plate 103 is attached via a rivet 105 on the edge profile 104.
  • the cargo unit 101 further includes a bumper 201 which is connected to the edge profile 104 via a resilient lip 801, the lip 801 acting as a damping unit 202 and for damping movement of the cargo unit 101 in a direction of travel 106 of the cargo unit 101 to reduce loads executed on the freight unit 101. It may be provided in addition to the lip 801, a spring 802 as an additional damping element.
  • Fig. 8b shows the arrangement 200 of Fig. 8a from a view from above.
  • the elastic lip 801 can be designed as an aluminum lip (integral with the edge profile 104) or as a polymer material (inlay) with a defined rigidity / damping and allows deformation of the cargo unit 101 in the direction of the load impact. In case of inlay formation of the lip 801, the lip 801 can be exchanged in a simple manner.
  • FIG. 9 shows a means of transport 900 with a cargo space 102, with a plurality of freight containers 101 and with a plurality of bars 107 for fixing the freight containers 101 in the cargo space 102.
  • FIG. 10 shows a flow chart of a method 1000 for reducing loads on a moving freight unit in a freight space of a means of transport.
  • the method 1000 has the following steps: in step 1001, a damping unit is arranged between an edge profile and a floor panel of the freight unit or between the edge profile and a collision edge of the freight unit. In step 1002, a damping of a movement of the
  • Freight container can be designed as a land vehicle, as an aircraft, such as an aircraft or a helicopter and as a water and rail vehicle.
  • the arrangement may, for example, more than one bottom plate, more than one edge profile, more than one edge, more than a first damping unit, more than a second damping unit and the freight container more than one side wall, and the transport more than one cargo space, more than have a freight container and more than one bar.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vibration Dampers (AREA)
  • Buffer Packaging (AREA)
  • Vibration Prevention Devices (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)

Abstract

L'invention concerne un dispositif (200) de réduction des charges de verrouillage pendant le processus de chargement et le transport aérien de conteneurs de fret (101) dans des soutes (102) d'avions (900). Le dispositif (200) présente une plaque de fond (103) d'une unité de fret (101) d'un moyen de transport (900), un rail de bord (104), un rail butoir (201) ainsi qu'une première unité d'amortissement (202). La première unité d'amortissement (202) est agencée entre le rail de bord (104) et la plaque de fond (103) ou entre le rail de bord (104) et le rail butoir (201) de l'unité de fret (101). La première unité d'amortissement (202) est réalisée de manière à amortir un déplacement de l'unité de fret (101) dans une direction de déplacement (106) de l'unité de fret (101), afin de réduire les charges sur l'unité de fret (101).
EP10711631.1A 2009-02-27 2010-02-23 Dispositif de réduction des charges sur les conteneurs de fret Not-in-force EP2401213B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US15598709P 2009-02-27 2009-02-27
DE102009010860A DE102009010860A1 (de) 2009-02-27 2009-02-27 Anordnung zur Reduzierung von Riegel-Lasten und Lasten auf Frachtcontainern
PCT/EP2010/052256 WO2010097378A1 (fr) 2009-02-27 2010-02-23 Dispositif de réduction des charges de verrouillage et des charges sur les conteneurs de fret

Publications (2)

Publication Number Publication Date
EP2401213A1 true EP2401213A1 (fr) 2012-01-04
EP2401213B1 EP2401213B1 (fr) 2013-12-25

Family

ID=42224975

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10711631.1A Not-in-force EP2401213B1 (fr) 2009-02-27 2010-02-23 Dispositif de réduction des charges sur les conteneurs de fret

Country Status (7)

Country Link
US (1) US8491241B2 (fr)
EP (1) EP2401213B1 (fr)
JP (1) JP5193373B2 (fr)
CN (1) CN102333710B (fr)
CA (1) CA2752874C (fr)
DE (1) DE102009010860A1 (fr)
WO (1) WO2010097378A1 (fr)

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Also Published As

Publication number Publication date
CA2752874A1 (fr) 2010-09-02
US20120037619A1 (en) 2012-02-16
WO2010097378A1 (fr) 2010-09-02
JP5193373B2 (ja) 2013-05-08
CA2752874C (fr) 2016-11-22
DE102009010860A1 (de) 2010-09-09
JP2012519115A (ja) 2012-08-23
EP2401213B1 (fr) 2013-12-25
CN102333710A (zh) 2012-01-25
US8491241B2 (en) 2013-07-23
CN102333710B (zh) 2014-06-25

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