EP2718203B1 - Plancher de fret, conteneur de fret, procédé de fabrication d'un plancher de fret - Google Patents

Plancher de fret, conteneur de fret, procédé de fabrication d'un plancher de fret Download PDF

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Publication number
EP2718203B1
EP2718203B1 EP12726115.4A EP12726115A EP2718203B1 EP 2718203 B1 EP2718203 B1 EP 2718203B1 EP 12726115 A EP12726115 A EP 12726115A EP 2718203 B1 EP2718203 B1 EP 2718203B1
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EP
European Patent Office
Prior art keywords
layer
core
freight
freight floor
core layer
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.)
Not-in-force
Application number
EP12726115.4A
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German (de)
English (en)
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EP2718203A1 (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
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Telair International GmbH
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Publication date
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Publication of EP2718203A1 publication Critical patent/EP2718203A1/fr
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Publication of EP2718203B1 publication Critical patent/EP2718203B1/fr
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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 and a method for producing 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 EP10520745A1 , of the DE102007035228A1 , of the WO00 / 21861A2 , of the DE 69 702 821 T2 , of the US 5,941,405 , of the DE 20 64 241 and the DE 102 008 005 010 A1 known.
  • 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 an aluminum alloy, which is a composite material.
  • An essential idea of the present invention is to reduce the weight of the cargo floor by producing it from several layers, in particular in a sandwich construction, whereby materials of metal and of plastic are used for the layers.
  • materials of metal and of plastic are used for the layers.
  • the layers are joined by material and / or form-fitting, wherein a material bond leads to particularly good results.
  • the cargo floor comprises a large number of core layers. These core layers form a core.
  • the core layers are fiber reinforced, wherein a first core layer may have a first fiber orientation that is different from a second fiber orientation of a second core layer.
  • two core layers may be arranged such that the first fiber orientation differs from the second fiber orientation by an absolute angle of at least 20 or 30 or 40 or 45 degrees or 90 degrees.
  • the absolute angle may be defined to be the smallest absolute angle value between two fiber orientations.
  • At least one core layer comprises a fiber network of carbon fibers and / or glass fibers and / or aramid fibers.
  • the fibers within a fiber network may be substantially perpendicular to each other so that a mesh results.
  • 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 specification can also be understood as an absolute angle.
  • the cargo floor comprises at least one core layer with a foam layer.
  • a foam with cellular structure and low density can be used.
  • the foam is at least partially impregnated with synthetic resin.
  • the foam causes the cargo space floor according to the invention has a low weight, wherein the synthetic resin stiffens the construction.
  • the foam layer comprises a support structure.
  • this support structure extends vertically to the cargo compartment floor, so that it connects to the foam layer adhering layers firmly together.
  • the support structure is formed of a synthetic resin.
  • the support structure can be a have rectangular or honeycomb or round shape to accommodate vertical forces.
  • the foam layer may be formed between a first core layer of carbon fiber reinforced and / or glass fiber reinforced and / or aramid fiber reinforced plastic and a second core layer embedded carbon fiber reinforced and / or glass fiber reinforced and / or aramid fiber reinforced plastic.
  • 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 extends substantially perpendicular to the fiber direction or the fiber directions of the first and second core layer.
  • At least one core layer may have a connection layer on a side facing the support layer.
  • This tie layer may serve to bond the corresponding core layer or core to the overlay layer.
  • the tie layer may 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 weight savings.
  • 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 support layer has only a small thickness, eg less than 40%, in particular less than 30%, in relation to the thickness of the entire cargo floor. 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.
  • 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 (for example aramid).
  • the wear layer can protect the core layer from wear and stiffen the sandwich construction as a whole.
  • the aluminum alloys mentioned for the support layer and / or 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 may be aluminum alloys with a solution-annealed and / or heat-aging and / or over-hardening heat treatment, so that a sufficient strength is achieved.
  • 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% of carbon fiber reinforced and / or glass fiber reinforced plastic constructed. Larger contiguous cavities, in particular honeycomb or the like, are not provided.
  • 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.
  • a freight container according to claim 14 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 comprises an at least partially circumferential edge profile, in the form of a bead, for connecting the side walls to the cargo compartment floor.
  • the cargo compartment floor can be formed so that it has a peripheral edge, which can then be inserted into the encircling container corner profiles so that no rivets for the connection of the floor with the side walls are necessary.
  • the side walls may be at least partially made of glass fiber reinforced and / or carbon fiber reinforced plastic.
  • the method is used to produce a cargo hold floor, as has already been described.
  • the bonding of the support layer to the core layer can be carried out by applying and / or vulcanizing a bonding layer from the group of elastomers.
  • the core is 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 aramid fiber reinforced plastic, wherein the fiber orientation of the individual core layers differs.
  • a core layer of the core comprises a foam having a support structure.
  • 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 shows a cuboid freight container 10, which has a freight container height h, cargo container width b and a cargo container length I.
  • the freight container 10 has a bottom plate 20, which is arranged opposite a cover plate 13 and can be regarded as an embodiment of the cargo floor according to 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 Fig. 2 shows a cross section through the bottom plate 20 of the freight container 10.
  • 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 of a core layer, namely of a CFK 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 ) consists.
  • the overlay layer 21 has a overlay layer thickness h1 of 1 mm and the CFK layer 42 has a core layer thickness h2 of at least 2 mm.
  • the aluminum alloy has a strength of at least 500 N / mm 2 .
  • the Fig. 3 shows a further 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 an aluminum alloy.
  • a wear layer thickness h3 amounts to approximately 0.25 to 0.5 mm, while the core layer thickness h2 is approximately 3 mm and the layer thickness h1 is approximately 1 mm.
  • the base plate 20 as sandwich panels has the advantage that the at least one core layer (eg CFRP layer 42) is protected by the wear layer 23. Furthermore, the multilayer structure leads to an increase in the stability of the entire bottom plate 20.
  • the wear layer 23 may also be made of an aluminum alloy, eg 7075 T7 or 7075 T6. Theoretically, a steel sheet could also be used, but an electrically nonconductive layer should be preferred, since this may be provided on RFID tags 14 (possibly provided on or in the freight container 10). Fig. 1 ) has no influences.
  • the bottom plate 20 preferably has a circumferential bottom plate profile 25 (FIG. Fig. 4 ) which can be inserted into a container corner profile to secure the bottom plate 20 to the side walls 12a to 12d. It can therefore be dispensed with additional fastening means, such as a welded joint or rivets.
  • 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.
  • a support layer 21 which is made of a metal alloy, in particular an aluminum alloy.
  • the base plate 20 is thus constructed of at least three layers and designed as a composite material or composite material.
  • a connection of the individual layers, in particular the support layer 21 and / or core layer and / or wear layer 23, by means of 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 are based on the FIGS. 5 and 6 ,
  • FIG. 10 shows a cargo hold floor 20 having a core 40 and an aluminum alloy overlay 21.
  • the core 40 is made of a CFK layer 42 and connected via a rubber layer 47 with the support layer 21.
  • 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 has honeycomb-shaped recesses that allow the cured resin to make an immediate bond 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 degrees GRP layer, 0/90 degree CFRP layer, foam core (e.g., 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.
  • the manufacturing process is simple, since the support layer 21 and the wear layer 23 of metal or a 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 °).
  • 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. Alternatively, the overlay layer 21 and the wear layer 23 may be formed and the core layer 22 successively built up on the overlay layer 21 and / or the wear layer 23. 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.

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

Claims (18)

  1. Plancher pour fret, incluant :
    une première couche d'âme et une seconde couche d'âme (42, 43, 44) en matière plastique renforcée par des fibres de carbone et/ou des fibres de verre et/ou des fibres aramides, et
    - une couche d'appui (21) en un alliage métallique, dans lequel l'une des couches d'âme (42, 43, 44) et la couche d'appui (21) sont reliées l'une à l'autre par coopération de matières et/ou par coopération de formes,
    caractérisé par
    une troisième couche d'âme avec une couche en mousse (43) comportant une structure de soutien en résine, qui s'étend verticalement par rapport au plancher pour fret, et qui relie fermement l'une à l'autre la première et la seconde couche d'âme appliquées contre la couche en mousse, dans lequel le plancher pour fret (20) inclut un profil de bordure (25) au moins partiellement périphérique sous la forme d'un bourrelet, ledit bourrelet servant à la liaison du plancher pour fret (20) avec des parois latérales (12a - 12d).
  2. Plancher pour fret selon la revendication 1,
    caractérisé par
    une âme (40) qui inclut au moins une première couche d'âme (42, 43, 44) avec au moins une première orientation des fibres, et au moins une seconde couche d'âme (42, 43, 44) avec au moins une seconde orientation des fibres, dans lequel la première orientation des fibres diffère de préférence d'au moins 20° ou d'au moins 30° ou d'au moins 40° ou d'au moins 45° ou d'au moins 90° de la seconde orientation des fibres.
  3. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que ladite au moins une couche d'âme (42, 43, 44) inclut un réseau de fibres en fibres de carbone et/ou en fibres de verre et/ou en fibres aramides, dans lequel de préférence une première pluralité de fibres de carbone/verre/aramide s'étendent essentiellement perpendiculairement à une seconde pluralité de fibres de carbone/verre/aramide.
  4. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que la couche en mousse (43) inclut une structure de soutien en nid-d'abeilles.
  5. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que la couche en mousse (43) est interposée entre la première couche d'âme (42) et la seconde couche d'âme (44), dans lequel les couches sont reliées les unes aux autres par coopération de matières.
  6. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce qu'au moins une couche d'âme (42, 43, 44) inclut, sur un côté tourné vers la couche d'appui (21), une couche de liaison (47), à savoir une couche de liaison (47) choisie dans le groupe des élastomères, pour la liaison avec la couche d'appui (21).
  7. Plancher pour fret selon la revendication 6, caractérisé en ce que la couche de liaison (47) est reliée avec la couche d'âme (42, 43, 44) et/ou avec la couche d'appui (21) par coopération de matières, en particulier par vulcanisation.
  8. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que la couche d'appui (21) a une épaisseur (h1) de 0,5 mm à 2,5 mm.
  9. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que la couche d'appui (21) a une résistance de plus de 300 N/mm2.
  10. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé par une couche d'usure (23) ou une couche de couverture, qui est agencée sur le côté, détourné de la couche d'appui (21), d'au moins une couche d'âme (42, 43, 44), dans lequel la couche d'usure (23) et la couche d'âme (42, 43, 44) sont reliées par coopération de matières et/ou par coopération de formes.
  11. Plancher pour fret selon la revendication 10,
    caractérisé en ce que la couche d'usure (23) est réalisée en un alliage métallique, en particulier un alliage d'aluminium, et/ou en une matière plastique renforcée par des fibres de verre et/ou un matériau choisi parmi le groupe des polyamides aromatiques.
  12. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que l'un au moins des alliages d'aluminium est un alliage d'aluminium corroyé dans lequel l'élément d'alliage principal est du cuivre, à savoir 0,5 à 9 % de cuivre.
  13. Plancher pour fret selon l'une des revendications précédentes,
    caractérisé en ce que l'un au moins des alliages d'aluminium est un alliage d'aluminium avec traitement thermique de recuit et mise en solution et/ou vieillissement à chaud et/ou hypertrempe.
  14. Conteneur pour fret, incluant un plancher pour fret selon l'une des revendications précédentes, ainsi que des parois latérales (12a - 12d) agencées sur le plancher pour fret (20).
  15. Conteneur pour fret selon la revendication 14,
    caractérisé en ce que le profil de bordure (25) est enfilé dans des profils de coin du conteneur, afin de relier le plancher pour fret avec les parois latérales (12a - 12d).
  16. Conteneur pour fret selon la revendication 14,
    caractérisé en ce que les parois latérales (12a - 12d) sont fabriquées au moins partiellement en matière plastique renforcée par des fibres de verre et/ou par des fibres de carbone.
  17. Procédé pour la réalisation d'un plancher pour fret, incluant les étapes consistant à :
    - réaliser une âme (40) avec une première, une seconde et une troisième couche d'âme (42, 43, 44),
    dans lequel la première et la seconde couche d'âme (42, 43, 44) sont réalisées avec une matière plastique renforcée par des fibres de carbone et/ou par des fibres de verre,
    dans lequel la troisième couche d'âme inclut une couche en mousse (43) avec une structure de soutien en résine, qui s'étend verticalement par rapport au plancher pour fret, et qui relie fermement l'une à l'autre la première et la seconde couche d'âme appliquées contre la couche en mousse,
    dans lequel le plancher pour fret inclut un profil de bordure (25) au moins partiellement périphérique sous la forme d'un bourrelet, le bourrelet servant à la liaison du plancher pour fret (20) avec des parois latérales (12a - 12d) ;
    - réalisation d'une couche d'appui (21) en un alliage métallique ;
    - liaison de la couche d'appui (21) avec la couche d'âme (42, 43, 44) par coopération de matières en utilisant une colle.
  18. Procédé selon la revendication 17,
    caractérisé en ce que la liaison a lieu en appliquant et/ou en rapportant par vulcanisation une couche de liaison choisie dans le groupe des élastomères.
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 EP2718203A1 (fr) 2014-04-16
EP2718203B1 true EP2718203B1 (fr) 2016-09-28

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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

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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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EP2718202B1 (fr) 2011-06-07 2017-09-13 Telair International GmbH Contenant 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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Publication number Publication date
HK1190681A1 (zh) 2014-07-11
US20140097181A1 (en) 2014-04-10
WO2012168310A1 (fr) 2012-12-13
DE102011050893B4 (de) 2016-01-14
DE102011050893A1 (de) 2012-12-13
US9850063B2 (en) 2017-12-26
EP2718203A1 (fr) 2014-04-16

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