EP2718203A1 - Plancher de fret, conteneur de fret, utilisation d'un panneau multicouche pour la fabrication d'un plancher de fret, procédé de fabrication d'un plancher de fret - Google Patents

Plancher de fret, conteneur de fret, utilisation d'un panneau multicouche pour la fabrication d'un plancher de fret, procédé de fabrication d'un plancher de fret

Info

Publication number
EP2718203A1
EP2718203A1 EP12726115.4A EP12726115A EP2718203A1 EP 2718203 A1 EP2718203 A1 EP 2718203A1 EP 12726115 A EP12726115 A EP 12726115A EP 2718203 A1 EP2718203 A1 EP 2718203A1
Authority
EP
European Patent Office
Prior art keywords
layer
cargo floor
core
fiber reinforced
cargo
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
EP12726115.4A
Other languages
German (de)
English (en)
Other versions
EP2718203B1 (fr
Inventor
Thomas Huber
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.)
Telair International GmbH
Original Assignee
Telair International 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 Telair International GmbH filed Critical Telair International GmbH
Publication of EP2718203A1 publication Critical patent/EP2718203A1/fr
Application granted granted Critical
Publication of EP2718203B1 publication Critical patent/EP2718203B1/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
    • B65D90/02—Wall construction
    • B65D90/022—Laminated structures
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T428/00—Stock material or miscellaneous articles
    • Y10T428/249921—Web or sheet containing structurally defined element or component
    • Y10T428/249924—Noninterengaged fiber-containing paper-free web or sheet which is not of specified porosity
    • Y10T428/24994—Fiber embedded in or on the surface of a polymeric matrix
    • Y10T428/24995—Two or more layers
    • Y10T428/249951—Including a free metal or alloy constituent

Definitions

  • the present invention relates to a cargo floor, a freight container, the use of a multi-layer panel for the production of a cargo floor and a method for the production of a cargo floor.
  • Freight containers and cargo pallets are indispensable for the effective transport of cargo in aircraft, as they allow a fast loading and unloading of the aircraft.
  • the vast majority of commercial aircraft can accommodate a variety of freight containers or cargo pallets.
  • Most containers or pallets are standardized so that they can be used independently of the aircraft used for transport.
  • freight containers were made exclusively of aluminum, with the weight of the container was about 100 kg.
  • the currently used containers are partly based on lighter materials, so that freight containers weighing around 60 kg are now being used. It should be obvious that reducing the dead weight of the containers or pallets used has a significant financial and environmental impact. Freight containers are for example from the
  • Cargo pallets often parked improperly, so that in some cases large punctual loads act on the cargo floors.
  • Freight containers and freight pallets are parked and locked fully automatically or partially automatically on the cargo deck of the aircraft at a predetermined position.
  • roller drive units PDUs: Power Drive Units
  • cargo drive units are embedded in the cargo deck.
  • These cargo propulsion units have rollers that are coated with an elastomer (eg rubber) and attach to the cargo floor to apply appropriate forces.
  • an elastomer eg rubber
  • the new cargo floors and cargo containers should be lighter, functionally applicable and robust.
  • this object is achieved by a cargo floor with at least one core layer of carbon-reinforced and / or glass-fiber-reinforced and / or aramid-fiber-reinforced plastic and a support layer of a
  • Metal alloy in particular of an aluminum alloy, dissolved, which is a composite material.
  • An essential idea of the present invention is to reduce the weight of the cargo floor by making it of several layers, in particular in a sandwich construction, wherein for the
  • Layers of metal and plastic materials are used. Here are given requirements, eg. As good friction and wear conditions, considered, with a total of very stable composite material or
  • the cargo floor may comprise a plurality of core layers.
  • Core layers can form a nucleus.
  • the core layers can be
  • a first core layer may have a first fiber orientation extending from a second fiber orientation of a second fiber orientation
  • Core layer is different.
  • two core layers may be arranged such that the first fiber orientation of the second
  • Fiber orientation differs by an absolute angle of at least 20 or 30 or 40 or 45 degrees or 90 degrees.
  • the absolute angle may be defined such that it is the smallest absolute angle value between two
  • Fiber alignments is.
  • At least one core layer may comprise a fiber network of carbon fiber and / or glass fibers and / or aramid fibers. The fibers within one
  • Fiber network can be substantially perpendicular to each other, so that there is a grid.
  • a corresponding core layer is particularly durable.
  • the core layers with fiber nets can also be arranged such that the fiber orientations of two core layers differ by 20 or 30 or 40 or 45 degrees or 90 degrees. This angle can also be used as
  • the cargo floor may comprise at least one core layer with a foam layer.
  • a foam with cellular structure and low density can be used.
  • the foam may be at least partially impregnated with synthetic resin. The foam causes the inventive
  • Cargo compartment floor has a low weight, wherein the synthetic resin
  • the foam layer may comprise a support structure.
  • this support structure extends vertically to the cargo compartment floor, so that this adhering to the foam layer layers firmly together.
  • the support structure may be formed of a synthetic resin.
  • the support structure may have a rectangular or honeycomb or round shape to accommodate vertical forces.
  • the foam layer may be between a first core layer
  • the individual layers are interconnected by material bond.
  • a compound of the layers can be made by synthetic resin.
  • the foam layer has the support structure already described, which is substantially perpendicular to the fiber direction or the
  • Fiber directions of the first and second core layers extend.
  • At least one core layer may have a connection layer on a side facing the support layer.
  • This connection layer can for
  • Pad layer serve. This is preferably the core layer, which is arranged directly adjacent to the support layer.
  • Bonding layer can be made of an elastomer.
  • this connection layer serves firstly to connect the support layer to the core or the core layers.
  • the tie layer compensates for a differential thermal expansion between the core having the at least one core layer and the overlay layer. This can be advantageous if the cargo space floor according to the invention is produced, or if it is exposed to strong temperature fluctuations during its use.
  • an adhesive in particular a polyurethane adhesive, can be used to bond the support layer to the core layer.
  • the bonding layer can be bonded to the core layer and / or the overlay by adhesion, in particular by vulcanization.
  • the overlay layer of the metal alloy serves as the outer layer against which the cargo drive units engage. Furthermore, this layer absorbs punctual loads and distributes them over a wide area.
  • An aluminum alloy is particularly suitable here, since a good coefficient of friction results in connection with conventional rollers of cargo drive units.
  • the core layers stiffen the entire construction and lead to significant
  • the support layer may have a thickness of 0.5 mm to 2.5 mm, in particular from 0.7 mm to 1.5 mm, in particular from 0.9 mm to 1.5 mm.
  • the overlay layer has only a small thickness in relation to the thickness of the entire cargo floor, e.g. B. less than 40%, in particular less than 30%, in particular less than 20% of the total thickness. In this respect, significantly lighter cargo floors can be produced.
  • the support layer may have a strength of more than 400 N / mm 2 , in particular more than 500 N / mm 2 .
  • the overlay layer can protect the core layer from high punctual loads.
  • the cargo floor according to the invention is subject to the usual rough treatment only a slow wear and is very robust.
  • the cargo floor in a multilayer structure only in two layers.
  • at least one further layer namely a wear layer or cover layer can be provided, which is arranged on the side facing away from the support layer of the core layer.
  • the wear layer may be formed from a metal alloy, in particular from an aluminum alloy, and / or a glass fiber reinforced plastic and / or a material from the group of aromatic polyamides (eg aramid).
  • the wear layer can protect the core layer from wear and stiffen the sandwich construction as a whole.
  • Wear layer may be aluminum wrought alloys.
  • the main alloying element used may be zinc, with zinc occupying a constituent of 0.7 to 13%, in particular 0.8 to 12%.
  • Such aluminum alloys are very hard.
  • 7075 T6 or 7075 T7 may be used as the material.
  • an aluminum wrought alloy with the main alloying element copper may be used, whereby copper may occupy a constituent of 0.5 to 9%, in particular 0.7 to 8%.
  • materials such as 2024 T3 / T4, 2026 T3511, 2056 T3, 2524 T3, 5052, 6061 T4, 7075 T761 or 7475 T61 are conceivable, for example.
  • Particularly good properties are 2024 T3 / T4, 2056 T3 or 2524 T3, since these materials sufficiently stiffen the cargo hold floor and have a long service life under load.
  • the wear layer is connected by form and / or material bond with the core layer.
  • the aluminum alloys mentioned can be aluminum alloys with a solution-annealed and / or heat-aging and / or overhardened
  • the core layer may have a thickness of at least 1 mm, in particular at least 1.5 mm, in particular at least 2 mm, in particular at least 4 mm, in particular at least 6 mm.
  • the core layer comprises a solid core.
  • a core may be understood to mean a core that is essentially solid. That is, the core layer is at least 50%, in particular at least 70%, in particular at least 90%
  • the wear layer may have a thickness of 0, 1 to 1 mm, in particular from 0.2 to 0.6 mm, in particular from 0.25 to 0.5 mm.
  • the stated object is further achieved by a freight container which comprises a cargo floor, as has already been explained, as well as side walls arranged on the cargo floor.
  • the freight container has similar advantages as those already explained in connection with the cargo floor.
  • the cargo floor may comprise an at least partially circumferential edge profile, in particular in the form of a bead, for connecting the side walls to the cargo compartment floor.
  • the cargo hold floor can do so
  • the side walls may be at least partially made of glass fiber reinforced and / or carbon fiber reinforced plastic.
  • Multilayer panel comprising a core layer of carbon fiber reinforced and / or glass fiber reinforced and / or aramid fiber reinforced plastic and a release layer of a metal alloy, in particular one
  • Aluminum alloy for the production of a cargo floor and solved by a corresponding manufacturing process.
  • the manufacturing process may include the following steps:
  • the method is suitable for producing a cargo hold floor, as has already been described.
  • the bonding of the support layer to the core layer can be achieved by applying and / or vulcanizing a bonding layer from the group of
  • the core can be made from a variety of core layers.
  • the core layers have at least two core layers of carbon fiber reinforced and / or glass fiber reinforced and / or
  • a core layer of the core can have a
  • Foam, in particular with a support structure include.
  • the core layers can be bonded together by applying a synthetic resin.
  • a curing of the plastic takes place at Temperatures between 100 and 200 degrees, in particular between 150 and 180 degrees.
  • the curing of the core layer (s) may occur simultaneously with the bonding of the overlay layer to the core.
  • the applied thermal energy for curing the core may be used to bond an at least partially unvulcanized rubber to the overlay layer and the core.
  • an adhesive may be used to make the bond between the overlay layer and the core layer.
  • a polyurethane adhesive may be used to bond the layers together.
  • Fig. 1 is a schematic representation of a freight container with a
  • FIG. 2 shows a cross section through the bottom plate of Fig. 1.
  • Fig. 3 is a three-layer embodiment of the bottom plate of Fig. 1;
  • FIG. 5 shows a cross section through an alternative embodiment of a
  • Base plate single layer core with tie layer
  • Fig. 6 shows a cross section through an alternative embodiment of a
  • Base plate multilayer core with bonding layer.
  • 1 shows a cuboid-shaped freight container 10 which has a freight container height h, freight container width b and a freight container length I.
  • the freight container 10 has a bottom plate 20, which is arranged opposite a cover plate 13 and as an embodiment of the invention
  • the lateral surface of the cuboid freight container 10 is formed by the side walls 12a to 12d, in particular a first side wall 12a, a second side wall 12b, a third side wall 12c and a fourth side wall 12d.
  • the side walls 12a to 12d are arranged in pairs opposite each other.
  • the bottom plate 20 is constructed in a multi-layer structure comprising a support layer 21 and a core 40.
  • the support layer 21 forms the lower layer and is connected in a planar manner to the core 40 by material connection, the core resting on the support layer 21.
  • the base plate 20 is thus constructed as a composite material, wherein the core 40 consists of a core layer, namely of a CFRP layer 42 (carbon-reinforced plastic), and the support layer 21 of an aluminum alloy (eg a material with the designation 7075 T6 or 2024 T3 / T4).
  • the support layer 21 has a support layer thickness h1 of 1 mm and the CFRP layer 42 has a core layer thickness h2 of at least 2 mm.
  • the CFRP layer 42 has a core layer thickness h2 of at least 2 mm.
  • Aluminum alloy has a strength of at least 500 N / mm 2 . With this structure, it is possible to achieve a weight reduction of the bottom plate 20 of about 35% to 50%, satisfying existing requirements (eg good traction with rollers of freight conveyors, high stability). Since the main weight of a conventional freight container 10 is still in the bottom plate 20, thus the total weight is significantly reduced. This results in the transport of the freight container 10 with an aircraft to a significant fuel savings, which in turn results in a lower C0 2 emission.
  • Fig. 3 shows another embodiment of a bottom plate 20, wherein this is constructed in three layers.
  • this bottom plate 20 has a wear layer 23, a core 40 consisting of a CFK layer 42 as a core layer and a support layer 21.
  • the wear layer 23 may be made of glass fiber reinforced plastic or aramid.
  • the overlay layer 21 is made of a metal alloy, preferably one
  • a wear layer thickness h3 amounts to approx. 0.25 to 0.5 mm, while the core layer thickness h2 approx. 3 mm and the
  • Layer thickness hl is approx. 1 mm.
  • This embodiment of the bottom plate 20 as sandwich panels has the advantage that the at least one core layer (eg CFK layer 42) is protected by the wear layer 23. Furthermore, the multilayer structure leads to an increase in the stability of the entire base plate 20. In another
  • the wear layer 23 also from a
  • the floor panel 20 preferably has a revolving floor panel profile 25 ( Figure 4) which can be inserted into a container corner profile to secure the floor panel 20 to the side walls 12a-12d. It can therefore on additional fastening means, for. Legs
  • the freight containers 10 according to the invention preferably have a bottom plate 20, which are equipped at the bottom with a support layer 21, which is made of a metal alloy, in particular an aluminum alloy.
  • corresponding cargo conveyors for transporting the freight container 10 can be used without problems occur with respect to the coefficients of friction during engagement of the rollers provided thereon.
  • the freight container 10 according to the invention are therefore universally applicable.
  • the bottom plate 20 is thus at least two layers, in particular constructed in three layers and designed as a composite material or composite material.
  • Pad layer 21 and / or core layer and / or wear layer 23, carried by material or form fit, with a fabric bond is preferable.
  • a Connection between the individual layers can be made directly or indirectly.
  • FIGS. 5 and 6 Further exemplary embodiments of the cargo compartment floor 20 will be apparent from FIGS. 5 and 6.
  • Fig. 5 shows a cargo hold floor 20 having a core 40 and a
  • Pad layer 21 has an aluminum alloy.
  • the core 40 is made of a CFK layer 42 and a rubber layer 47 with the
  • the rubber layer 47 may be bonded to the CFK layer 42 and / or the overlay layer 21. It is conceivable to use a PU adhesive. Alternatively, the rubber layer 47 may be vulcanized onto the support layer 21 and / or the CFK layer 42.
  • the core 40 is multilayered in this example and connected via a rubber layer 47 as a connecting layer with the support layer 21.
  • the core 40 comprises a foam layer 43, wherein alternately the foam layer 43, a first CFK layer 42 and a second CFK layer 44 are arranged.
  • the foam layer 43, the first CFRP layer 42 and the second CFRP layer 44 are glued together via a synthetic resin.
  • the foam layer 43, the first CFRP layer 42 and the second CFRP layer 44 are glued together via a synthetic resin.
  • Foam layer 43 honeycomb-shaped recesses which allow the cured resin makes a direct material connection between the first CFRP layer 42 and the second CFRP layer 44.
  • the foam layer 43 sheathed by the CFK layers 42, 44 is particularly well suited for picking up vertical loads without causing compression of the core 40.
  • the cured resin in the recesses of the foam layer 43 thus forms a Stz structure.
  • a GRP layer 41 is arranged on the side facing away from the support layer 21 of the first CFRP layer 42.
  • This GRP layer 41 may be a wear layer 43, which is the protects first CFK layer 42 from wear. It is possible to bond the GRP layer in the course of the production of the core 40 with this.
  • the CFRP layer 42 may comprise a first network of glass fibers and the first CFRP layer 42 a second network of plastic fibers with the fibers of the first network disposed at a 45 degree angle to the fibers of the second network. Overall, therefore, the following structure could result: + 45 / -45 degree GFRP layer, 0/90 degree CFRP layer, foam core (eg Rohacell), 0/90 degree CFRP layer.
  • the first CFRP layer 42 may, for example, have a thickness of 0.2 mm to 0.6 mm, in particular 0.4 mm.
  • the foam layer 43 may have a thickness of 1.0 to 8.0 mm, in particular from 1.8 to 6.0 mm.
  • the second CFRP layer 44 may have similar or identical thickness ratios as the first CFRP layer 42.
  • the overlay layer 21 in the embodiment shown has a thickness of 1.0 to 1.5 mm and consists of 2024 T3.
  • a metal layer for. B. aluminum, arranged on both sides of a core, e.g. B. a core 40, as described above.
  • the connection between the layers can be done by gluing and / or vulcanization.
  • This sandwich arrangement has the advantage that the base plate 20 deforms only slightly with temperature fluctuations. Also, the manufacturing process is easy as the
  • Metal alloy in a manufacturing step connected to the core 40, z. B. glued, can be.
  • the bonding of the layers may be carried out under temperature (eg greater than 20 °, greater than 30 °, greater than 40 °).
  • a method for producing a corresponding base plate 20 or a cargo container floor as well as a production method for producing a freight container 10 should also be recorded.
  • a method of manufacturing a cargo container floor may include the following steps: - Producing the core layer 22 of carbon-reinforced and / or glass-fiber reinforced plastic;
  • the production steps mentioned can be carried out before joining the layers. Theoretically, however, it is also conceivable to produce one of the layers first and then to build up the further layer on this base layer.
  • the aluminum alloy may form the base layer on which the core layer 22 with the carbon reinforcement and / or glass fiber reinforcement and / or aramid fiber reinforcement is produced successively.
  • a wear layer 23 can be applied. Again, it is possible to first make the support layer 21, the core layer 22 and the wear layer 23 and then produce a material connection between the individual layers.
  • the overlay layer 21 and the wear layer 23 may be formed, and the core layer 22 successively formed on the overlay layer 21 and / or the
  • Wear layer 23 are constructed. The composite may then be made by joining the overlay layer 21 with or without the core layer 22 and the wear layer 23 with or without the core layer 22.
  • inventive freight container 10 can be produced. Furthermore, one skilled in the art should know how to make the cargo floor of the invention as part of a cargo pallet.
  • Embodiment 1.1 Cargo floor comprising:
  • Embodiment 1.2
  • the support layer 21 has a thickness hl of 0.5 mm to 2.5 mm, in particular from 0.7 mm to 1.5 mm, in particular from 0.9 mm to 1.5 mm.
  • Embodiment 1.3
  • the support layer 21 has a strength of more than 400 N / mm 2 , in particular more than 500 N / mm 2 .
  • Embodiment 1.4
  • a wear layer 23 or cover layer which is arranged on the side facing away from the support layer 21 of the core layer 42, 43, 44, wherein the
  • Wear layer 23 and the core layer 42, 43, 44 preferably by
  • Embodiment 1.5 is a diagrammatic representation of Embodiment 1.
  • the wear layer 23 is formed of a metal alloy, in particular of an aluminum alloy, and / or a glass fiber reinforced plastic and / or a material from the group of aromatic polyamides.
  • Embodiment 1.6 Cargo floor according to one of the preceding embodiments, dgege ke nn Proof that
  • At least one of the aluminum alloys is an aluminum wrought alloy with the main alloying element zinc, in particular with 0.7 to 13.0% zinc,
  • Embodiment 1.7
  • At least one of the aluminum alloys an aluminum alloy with a solution-annealed and / or warm-outs and / or over-hardened
  • Embodiment 1.8
  • the core layer 42, 43, 44 has a thickness h2 of at least 1 mm, in particular at least 1.5 mm, in particular at least 2 mm.
  • Embodiment 1.9
  • the core layer 42, 43, 44 comprises a solid core.
  • Embodiment 1.10
  • the wear layer 23 has a thickness of 0.1 to 1 mm, in particular from 0.2 to 0.6 mm, in particular from 0.25 to 0.5 mm.
  • Embodiment 2.1
  • Cargo container comprising a cargo floor according to one of the preceding embodiments as well as arranged on the cargo floor 20 side walls 12a - 12d.
  • Embodiment 2.2 Freight container according to embodiment 2.1,
  • the cargo floor 20 comprises an edge profile 25 running around at least in sections, in particular in the form of a bead, for connecting the side walls 12a-12d to the cargo floor (20).
  • Embodiment 2.3
  • the side walls 12a-12d are at least partially made of glass fiber reinforced and / or carbon fiber reinforced plastic.
  • Embodiment 3 is a diagrammatic representation of Embodiment 3
  • Aluminum alloy for the production of a cargo floor 20, in particular according to one of the embodiments 1.1 to 1.10.
  • Embodiment 4 is a diagrammatic representation of Embodiment 4:
  • Method for producing a cargo floor in particular a cargo floor 20 according to one of the embodiments 1.1 to 1.10, comprising the steps:

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Laminated Bodies (AREA)
  • Body Structure For Vehicles (AREA)
  • Pallets (AREA)

Abstract

En raison de considérations économiques et écologiques, l'industrie aéronautique s'efforce en permanence de réduire le poids des conteneurs et/ou palettes de fret. Il importe toutefois que cette réduction de poids n'affecte pas la fonctionnalité et la robustesse du conteneur de fret ou encore de la palette de fret. La présente invention concerne à cet effet une solution selon laquelle un plancher de fret est formé de plusieurs couches et conçu comme un composite comprenant une couche centrale (42, 43, 44) en matière plastique renforcée par des fibres de carbone et/ou renforcée par des fibres de verre et une couche de support (21) en alliage métallique, en particulier en alliage d'aluminium.
EP12726115.4A 2011-06-07 2012-06-06 Plancher de fret, conteneur de fret, procédé de fabrication d'un plancher de fret Not-in-force EP2718203B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011050893.7A DE102011050893B4 (de) 2011-06-07 2011-06-07 Frachtcontainer und Verfahren zur Herstellung eines Frachtcontainers
PCT/EP2012/060719 WO2012168310A1 (fr) 2011-06-07 2012-06-06 Plancher de fret, conteneur de fret, utilisation d'un panneau multicouche pour la fabrication d'un plancher de fret, procédé de fabrication d'un plancher de fret

Publications (2)

Publication Number Publication Date
EP2718203A1 true EP2718203A1 (fr) 2014-04-16
EP2718203B1 EP2718203B1 (fr) 2016-09-28

Family

ID=46210268

Family Applications (1)

Application Number Title Priority Date Filing Date
EP12726115.4A Not-in-force EP2718203B1 (fr) 2011-06-07 2012-06-06 Plancher de fret, conteneur de fret, procédé de fabrication d'un plancher de fret

Country Status (5)

Country Link
US (1) US9850063B2 (fr)
EP (1) EP2718203B1 (fr)
DE (1) DE102011050893B4 (fr)
HK (1) HK1190681A1 (fr)
WO (1) WO2012168310A1 (fr)

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Publication number Priority date Publication date Assignee Title
WO2012168305A1 (fr) 2011-06-07 2012-12-13 Telair International Gmbh Contenant de fret destiné en particulier au chargement des avions, et procédé de fabrication d'un tel contenant de fret
EP3181486A3 (fr) 2011-06-07 2017-08-23 Telair International GmbH Dispositif de réception de fret en particulier destiné au chargement d'aéronefs et procédé de fabrication d'un dispositif de réception de fret
DE102021001394B4 (de) 2021-03-16 2023-09-07 Mercedes-Benz Group AG Leichtbauladungsträger für die Logistik zum gleichzeitigen Transport mehrerer Bauteile, vorzugsweise eine Palette
US11939145B2 (en) 2021-06-22 2024-03-26 Gstc Llc Carbon fiber air cargo container

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Also Published As

Publication number Publication date
DE102011050893A1 (de) 2012-12-13
DE102011050893B4 (de) 2016-01-14
US9850063B2 (en) 2017-12-26
US20140097181A1 (en) 2014-04-10
EP2718203B1 (fr) 2016-09-28
WO2012168310A1 (fr) 2012-12-13
HK1190681A1 (zh) 2014-07-11

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