FR3127936A1 - Crate for the transport of goods - Google Patents

Abstract

Box for the transport of goods and coupling The invention relates to new organizations in logistics and combined transport sized at the scale of cities and making it possible to include the river link in the delivery of the last kilometer. For this, the invention is based on the one hand on a multimodal box (1) for the transport of goods provided with fasteners in the corners making it possible to secure the box with two other identical boxes to form a one-piece assembly (100) having on the ground the size of a standard maritime container. And on the other hand on a coupling allowing the delivery of the last kilometer of the box and comprising a connection system allowing its attachment to a vehicle as well as a reception structure allowing the fixing of the box, comprising a guidance system comprising at least one stop and/or guide cones helping to position the body on the vehicle. Figure for abstract: Fig. 7

Description

Crate for the transport of goods

The present invention relates to the transport of goods by container.

E-commerce purchases are growing strongly each year, which inevitably increases the number of deliveries and densifies road traffic in urban and peri-urban areas.

There is a need to reduce carbon emissions related to the transport of goods and the associated nuisances, and to facilitate the transport of goods in urban or peri-urban areas.

US Pat. No. 3,480,174 describes an assembly formed by three boxes of parallelepiped shape arranged side by side at their base on a rectangular support frame, with their long sides oriented perpendicular to the long sides of the frame, the dimensions of the frame and the crates being chosen in such a way as to give the whole the exact size of a standard shipping container. Such a set requires the presence of the support frame during the grouped transport of the boxes, which makes it necessary to adapt the logistics to the supply, handling and storage of this frame and makes the set unattractive.

Application US 2006/0113302 describes an assembly consisting of a frame whose size corresponds to that of a standard shipping container, and twenty palletizable boxes assembled to the frame to contain the goods to be transported. The large number of crates complicates the packaging and transport operation; moreover, just like US patent 3,480,174, the presence of the framework for holding the boxes has a strong impact on logistics.

Application US 2006/0118504 discloses a modular intermodal assembly comprising a main frame on which four cradles can be removably fixed side by side, each cradle receiving a tray. Such an assembly is more particularly dedicated to the transport of particulate material.

US Patent 6,474,927 describes a system suitable for the air transport of goods, comprising identical boxes sized to allow the engagement inside them of a forklift and the transport of the boxes by surface vehicles. Such a system is not suitable for maritime or river transport, due to the size of the boxes.

US Patent 3,317,219 describes containers each adapted to rest on a semi-trailer with removable axles and provided, at their corners, with fasteners allowing two containers to be coupled in the extension of one another. Each container has side walls fitted with vertical reinforcements, which contribute significantly to the mechanical strength of the whole. Such a container has a relatively high weight, and its road transport must be carried out by heavy weight greater than 12t GVW (category N3 as defined in article R311-1 of the Highway Code).

There remains a need to benefit from an intermodal freight transport solution, i.e. adapted to road, rail, river transport, suitable for different types of handling and for the transport of goods over the last mile in urban areas. or peri-urban, and also allowing the transport of a relatively large load.

The invention achieves this objective, according to a first of its aspects, by proposing a box for the transport of goods, of generally parallelepiped shape, provided with fasteners in the corners making it possible to secure the box with two other identical boxes in its extension for form a one-piece assembly having on the ground the size of a standard shipping container. The boxes according to the invention can thus be used individually or in groups of three.

Preferably, the box comprises a framework which is provided with said fasteners in its corners, and which is preferably tubular. The presence of a tubular frame makes it possible to significantly lighten the body, while giving it the rigidity and mechanical resistance necessary for assembly with the two other bodies without an additional support frame, as well as for individual lifting or fixing operations. to the land vehicle.

The invention makes it possible to reduce the number of kilometers to be traveled on the road thanks to the possibility of transporting the boxes by river, road or rail. The invention also makes it possible to use zero-emission or low-carbon vehicles, belonging to category N1 (utility vehicle) or N2 (PTAC between 3.5 and 12t), to transport the boxes over the last kilometers. For category N2, the vehicles preferably have the same wheelbase as conventional commercial vehicles in order to correspond to the dimensions of the body and are preferably of GVW less than or equal to 7.5t.

Preferably, the vehicles used are low-emission vehicles such as vehicles running on natural gas (preferably of biological origin) or zero-emission vehicles such as electric or hydrogen vehicles.

The invention makes it possible to avoid the drivers wasting time in loading the boxes, since the latter can simply be separated from the other boxes and then loaded onto the road vehicles, without having to empty them of their load. It also makes it possible to carry out the handling necessary for changing modes using a small hydraulic excavator or a forklift and therefore to do away with the imposing handling machinery usually necessary for the transshipment of containers. It still becomes possible not to suffer a break in load in port areas, which are not suitable for this type of operation (no need to open the container to transfer its contents to land vehicles or to transport the container to a nearby logistics site in order to carry out the unloading / reloading).

In one example, when the crates are joined together, they can accommodate up to 21 pallets in EUROPE format, which represents a loading capacity of just under 12% of containerized maritime freight, designed for transport lasting several days. to several weeks and unsuited to the scale of cities.

Thanks to the invention, the boxes when assembled can be used in the manner of a conventional maritime container, in particular for loading the goods when the boxes are on a container trailer and for the road transport of the first kilometers. ; this allows the transport of goods to the shipping port before taking a river navigation route to a port in an urban or peri-urban area; then, once unloaded from the boat, the boxes can be installed on light utility vehicles or carrier vehicles belonging to category N2, preferably with a GVW of less than or equal to 7.5t, with a wheelbase advantageously corresponding to the utility vehicle, preferably electric or low emission; this avoids the need to use conventional heavy goods vehicles (category N3) with heat engines running on diesel in urban areas.

The absence of frames holding the boxes together simplifies logistics. The boxes can be handled alone using small hydraulic shovels and forklifts or be joined together using connecting parts such as twist locks introduced into the attachments provided at the corners of the box or claws assembly.

The crates can be stacked on two levels when full, or even on three when empty, which in particular allows optimal use of the hold of the ship used for their transport.

Preferably, the shipping container is standard (ISO 668) 40 feet (external length approximately 12.19m).

Preferably, the frame comprises tubes connected by corner fittings fitted into the tubes. The corners can thus have end pieces configured to fit into the tubes. Water drainage passages can be made in these end pieces, to limit water retention, especially on the roof. The corner pieces advantageously comprise openings to the ISO 1161:1984 standard which allow them to be handled in the same way as maritime containers, once assembled. In addition, this makes the transport of the crate suitable for all modes: road, rail or river.

The use of a tubular frame makes it possible to gain in lightness, compared to conventional maritime containers exclusively built in sheet metal. Each tube is for example in profile, in cross-section, substantially square. The longitudinal tubes of the frame can have a side between 12 and 18 cm, and a wall thickness between 4 and 6 mm.

The frame may include flats connecting the tubes on the upper face of the box, allowing it to be protected from the risk of perforation during handling.

Preferably, the framework is made of aluminum or aluminum alloy, for example of grade EN AW-6061 or higher.

Preferably, the box comprises an upper wall formed of at least one flat metal sheet, preferably reinforced on its underside by a set of reinforcing elements, in particular metal plates forming a lattice.

Preferably, the box has non-structural side walls, in particular formed by siding or a tarpaulin.

Preferably, the box is CSC certified without its side walls. The frame of the body, especially when made of aluminum alloy, is strong enough to withstand the loads imposed for its certification. The removal of the side walls, combined with a floor securing system, eliminates the need to carry out tests on the side walls in order to obtain certification. The box can thus be certified without its side walls, which makes it possible to reduce manufacturing costs while allowing numerous interior fittings of the box, the height of reinforcing elements such as metal plates and/or that of the securing systems can thus be adapted to the needs of each user.

The absence of structural walls also makes it possible to offer other versions of the body without having to go back to the inspection body. For example, one version of the box can only be covered in order to lighten it, another version of the box can replace the side cladding with a wooden interior lining.

In addition, the absence of a structural side wall also reduces the cost of maintaining and repairing the body.

In a variant where the box would need during use to withstand significant forces on its side walls, the box has side walls formed of bent sheets, preferably aluminum or aluminum alloy sheets. The presence of the folds improves the mechanical resistance and makes it possible to use a relatively thin sheet. Preferably, each side or top wall has a low number of plies, preferably less than ten plies, for example six plies, which reduces manufacturing costs while offering an improvement in mechanical strength. Each fold preferably corresponds to a change in direction of the plane of the sheet of 45°. Each sheet may have a thickness less than or equal to 4mm, better still 3.5mm, and be made of aluminum or aluminum alloy. Each sheet may have two coplanar plates, offset from the rest of the sheet which is coplanar by a distance for example greater than or equal to 50mm. The radius of curvature at the folds is for example between 10 and 20mm, being for example 15mm. Preferably, the depth of the folds of the top wall is lower than that of the side walls. For example, the depth difference between the folds of the roof and those of the side walls is greater than or equal to 10mm, or even greater than or equal to 20mm. The thickness of the roof and side walls is for example 3mm. The side and roof walls can have a pattern of the same length, for example between 600 and 800mm, for example 700mm.

Preferably, the aforementioned fasteners are of the "Twist-lock" standard, as mentioned above.

Preferably, each box has at each end a door capable of opening when the box is assembled with other boxes to form said one-piece assembly, preferably a hinged sliding door, allowing circulation inside said assembly as if inside a classic shipping container. Preferably, the doors are non-structural, which makes it possible to gain in lightness and to use lifting doors. The body can thus be certified to guarantee safety for all types of transport as well as for the different possible types of handling, without making the doors play a structural role concerning the rigidity and the mechanical resistance of the body for the need for this certification. . This makes it possible to limit the mechanical stresses applied to the doors as much as possible, thus preserving their integrity and maximizing their lifespan. This also facilitates maintenance operations, since the replacement of a door can be carried out without fear of excessively modifying the mechanical strength of the body. Thus, the fund does not need to go back to the inspection body to certify the repairs when these relate to the doors.

The box can receive advertising or decorative tarpaulins on its side walls and its upper wall. These tarpaulins can be fixed to the walls of the box and/or to the frame of the box by any appropriate fixing means, allowing the quick change of the tarpaulins, for example systems of rods integrated into the tarpaulin and slid into counter- dishes riveted to the body, or systems with hooks, Velcro-type strips, clamps, straps or the like .

The box may comprise a floor, in particular made of wood, supported by a metal structure, in particular a structure formed by two transverse sleeves for the passage of the forks of a lift truck and by a lattice formed by metal plates oriented perpendicular to the floor.

The total empty weight of a box (with doors and tarpaulins) is preferably less than or equal to 1100 kg, and without doors and tarpaulins preferably less than or equal to 850 kg. This makes its transport compatible with the use of light commercial vehicles and heavy goods vehicles belonging to category N2, preferably with a GVW of less than or equal to 7.5 tonnes.

The crate is preferably the same height as a standard shipping container, but alternatively can be higher or lower.

The doors are advantageously equipped with locks whose access can be controlled remotely in order to define the users authorized to unlock them using a badge emulated on a Smartphone, for example with RFID or NFC type technologies.

The invention also relates to a set of three boxes according to the invention, as defined above. These boxes can be supplied with fasteners allowing them to be joined in line with each other.

The invention also relates to a coupling, comprising:

• A connection system allowing it to be attached to a vehicle,
• A structure for receiving a crate allowing the fixing of a crate, preferably by means of twist locks engaging in the corresponding fasteners provided at the corners of the crate, in particular two crosspieces provided at the ends with fasteners in the form twistlocks arranged to engage in the corresponding fasteners provided at the corners of the box, allowing the fixing of the box to the crosspieces, and preferably,
• A guidance system, carried by the receiving structure, comprising at least one abutment and/or guide cones helping to position the body on the vehicle.

The coupling, in its utility vehicle configuration (category N1 vehicle) preferably has a total laden weight (PTAC) equal to 3.5 t. For this, the hitch can include a subframe associated with an additional axle which allows it to comply with trailer regulations _ BE permit. The hitch is connected to the chassis of the commercial vehicle via a linkage and guidance system. This configuration ingeniously allows the utility vehicle to transport the box, despite its weight, while maintaining a payload of approximately 1500kg.

The coupling in its carrier vehicle configuration (vehicle of category N2, GVW <= 7.5t) may comprise only a subframe. This allows the equipped vehicle to meet the C1 license regulations. The higher load capacity of the vehicle compared to the configuration for utility vehicles makes it possible to overcome the need to add an axle to the vehicle.

Whatever the configuration chosen, the reception structure of the subframe preferably comprises a guidance system comprising cones; these can be positioned on the subframe opposite the crosspieces present on the underside of the body and allow the correct positioning, during handling of the body, of the corner pieces facing the twistlocks.

Preferably, the coupling, in particular the structure for receiving the subframe, comprises a vertical protection element, in particular in the form of a frame, located at the front of the subframe and at the rear of the cab of the towing vehicle. . This protective element can play a role of guiding the body during its handling while protecting the vehicle from shocks associated with handling. Preferably, the protective element comprises a lining of a protective material, in particular of synthetic material, for example rubber, on its face facing the body, in order to avoid contact between the body and the element of protection that could scratch or otherwise damage the cabinet.

The coupling, in particular the subframe, may comprise two parallel longitudinal members, and a series of crosspieces connecting the longitudinal members, these crosspieces carrying twist locks to lock the body in place on the subframe; the aforementioned cones can be fixed to the longitudinal members and/or the crosspieces. The protection element can be fixed to the frontmost crossmember and/or to the stringers. Bike guards can be attached to the crossbars.

The hitch can be manufactured using the crossbars for container trailers existing on the market and cut to the length of the body.

The coupling can be equipped with a retractable tailgate, if necessary, which makes it possible to supply the stores receiving the goods with utility vehicles or carrier vehicles of category N2 (preferably with a GVW of less than or equal to 7, 5t), whereas this type of supply is almost exclusively carried out at the present time with heavy goods vehicles of the N3 category (>12t) with internal combustion engines, given the reduced payload of LCVs with traditional tailgates. The tailgate solution will preferably be chosen with carrier vehicles which have more capacity and which make it possible to exploit the maximum of the payload of the body despite the addition of the weight of the tailgate.

The attachments present on the hitch or the vehicle preferably meet the aforementioned "TWIST-LOCK" standard, which allows, with the help of the guidance system, to hook or unhook a box very quickly from the hitch, utility vehicle or carrier vehicle (N2, C1 licence) .

The invention also relates to a transport system, comprising:

• A hitch as defined above,
• A box according to the invention.

The total empty weight of the hitch and box assembly (without tailgate) is advantageously less than or equal to 2200 kg in its version for commercial vehicles and less than or equal to 1500 kg in its version for carrier vehicle.

Thus, for example, with a vehicle carrying a GVW = 5.2t, we obtain: 5.2t – approximately 2.4t (vehicle weight) – 1.05t (body weight) – 0.1t (driver weight) = approximately 1.65t payload. With a vehicle carrying a GVW = 7.5t (value having the best performance) we obtain: 7.5t – around 2.5t (vehicle weight) – 1.05t (body weight) – 0.1t (driver weight) = 3.4t reduced to maximum payload of the body (1.95t in the standard configuration of the body).

The invention also relates to a method for transporting goods, comprising:

• Loading boxes according to the invention with the goods to be transported,
• the transport, in particular by river or by a container trailer, of crates assembled in sets of three having the floor space of a standard maritime container or of individual crates organized in the same way as a standard maritime container ,
• separation of crates if combined in sets of three,
• the transport of the crates, using a hitch, each by a road vehicle, in particular a light utility vehicle or a carrier vehicle, in particular of category N2, preferably with a GVW of less than or equal to 7.5t,
• unloading boxes.

The loading of the goods in the crates can be done either when they are combined in blocks of three, in particular on a container trailer, or individually.

Transport in blocks of three of the crates makes it possible to pass through conventional container terminals.

However, if necessary, it remains possible to transport the boxes individually, which allows handling with a small hydraulic shovel on board the river transport vessel, in which case there is no need for port infrastructure. However, the boxes can be arranged in the boat in the same way as a standard shipping container.

The initial loading of the goods can be done at a scheduling station, where the goods are distributed between the different boxes intended to form a set of three, depending on their destination.

Thus, the need, once the set of three boxes have been unloaded from the ship, the train or the container trailer, to modify the loading of each box before its loading on a road vehicle in charge of the last kilometers is eliminated. , in particular a commercial vehicle or a carrier vehicle, of category N2 in particular, for example.

The invention may be better understood on reading the detailed description which follows, non-limiting examples of its implementation, and on examining the appended drawing, in which:

• There schematically shows in perspective a box according to the invention, one of the end doors being shown open,
• [FIG 2] Figures 2A and 2B represent the body of the after covering the side walls, respectively with the door open and closed,
• [FIG 3] Figures 3A to 3D show different perspective views of a corner piece of the frame and Figures 3E and 3F show axial sections,
• [FIG 4] Figures 4A and 4B are respectively front and longitudinal section views of a side wall,
• [FIG 5] Figures 5A and 5B are respectively front and longitudinal section views of the roof wall,
• there illustrates a possibility of arranging pallets inside a crate,
• there illustrates the assembly of three boxes to form a set in the format of a shipping container,
• there is an interior view of the entire through one of the open end doors,
• there illustrates the possibility of stacking boxes,
• there represents in isolation in perspective an example of a hitch that can receive a crate,
• there represents an example of a light utility vehicle carrying a box according to the invention,
• there is a perspective view of the underside of the body,
• there partially and schematically represents an example of a fastening system with twist locks,
• there is a schematic view, in perspective, of another example of a box according to the invention,
• there represents the top of a variant of the body of the ,
• there illustrates the installation of a cladding on the sides of the container,
• there illustrates the possibility of closing the sides of the container with a tarpaulin,
• there represents in isolation, in perspective, a variant of a corner piece,
• there represents the part of the from another angle,
• there represents the body in perspective, from below,
• there represents an example of a subframe configured to accommodate a body according to the invention,
• there is a section in a vertical plane of a detail of the subframe, and
• there shows an example of a guide cone that can be mounted on the subframe.

Claims (23)

Box (1) for the transport of goods, of generally parallelepipedal shape, provided with fasteners in the corners allowing the box to be joined together with two other identical boxes in its extension to form a one-piece assembly (100) having on the ground the size of a standard shipping container. A crate according to claim 1, the shipping container (100) being standard 40 feet (1219.2 cm). Case according to one of claims 1 and 2, comprising a tubular frame comprising tubes (11, 12, 13) connected by corner pieces (20) fitted into the tubes. Body according to claim 3, the framework comprising plates (50) connecting the tubes (12, 13) on the upper face of the body. Body according to any one of claims 3 and 4, the framework being made of aluminum or aluminum alloy. Body according to any one of the preceding claims, the fasteners (25, 26, 27) being of the "Twist-lock" standard. Crate according to any one of the preceding claims, comprising at each end a door (60) capable of opening when the crate is assembled with other crates to form said one-piece assembly (100), preferably a non-returning sliding door structural, allowing movement inside said assembly. Crate according to any one of the preceding claims, comprising decorative or advertising tarpaulins (90) fixed to the side and upper walls. Body according to any one of the preceding claims, comprising a floor (80), in particular of wood, supported by a metal structure, in particular a structure formed by two transverse sleeves (83) for the passage of the forks of a lift truck and by a trellis (82) formed of metal plates oriented perpendicular to the floor. Body according to any one of the preceding claims, with a total empty weight of less than or equal to 1100 kg. A crate according to any preceding claim, being the same height as a standard shipping container. Body according to any one of the preceding claims, comprising an upper wall formed of at least one flat metal sheet, preferably reinforced on its lower face by a set of reinforcing elements (510, 511), in particular metal plates forming a trellis. Box according to any one of the preceding claims, comprising non-structural side walls, in particular formed by siding or a tarpaulin. A set (100) of three crates, each according to any preceding claim, the set having the footprint of a standard shipping container. Coupling (200) comprising:

• A connection system allowing it to be attached to a vehicle,
• A structure for receiving a crate allowing the fixing of a crate, preferably by means of twist locks engaging in the corresponding fasteners provided at the corners of the crate, in particular two crosspieces (211, 212) for receiving a crate (1), provided at the ends with fasteners (213) in the form of twist locks arranged to engage in the corresponding fasteners provided at the corners of the crate, allowing the crate to be fixed to the crosspieces, in particular a crate such as defined in any one of claims 1 to 13.

Coupling according to claim 15, comprising a guidance system carried by the receiving structure, comprising at least one stop and/or guide cones helping to position the body on the vehicle. Coupling according to Claim 15 or 16, comprising a subframe associated with an additional axle allowing the body to be transported with a utility vehicle (category N1). Coupling according to Claim 15 or 16, comprising only a subframe allowing the body to be transported with a carrier vehicle (category N2). Coupling according to one of Claims 17 and 18, comprising a vertical protective element, in particular in the form of a frame, located at the front of the subframe and at the rear of a cab of the tractor vehicle, the protection comprising a lining of a protective material, in particular of synthetic material on its side facing the body, in order to avoid contact between the body and the protective element liable to scratch or otherwise damage the wall of the box. Coupling according to the preceding claim, comprising two parallel beams, and a series of crosspieces connecting the beams, these crosspieces carrying twistlocks to lock the body in place on the subframe; the subframe carrying centering cones fixed to the side members and/or the cross members, the protection element being fixed to the frontmost cross member and/or the side members, cyclist guards being preferably fixed to the cross members. Transport system comprising:

• A hitch (200) as defined in any one of claims 15 to 20,
• A crate (1) as defined in any one of claims 1 to 13.

System according to claim 21, the total empty weight of the coupling assembly (200) and body (1) being less than or equal to 2200 kg. Method for transporting goods, comprising:

• The loading of boxes (1) as defined in any one of claims 1 to 13 with the goods to be transported,
• the transport, in particular by river or by a container trailer, of the crates joined together in set(s) (100) of three having the footprint of a standard maritime container or of individual crates organized in the same way as a standard shipping container,
• separation of crates if combined in sets of three,
• the transport of the boxes (1) each by a road vehicle, preferably with low emissions or not emitting greenhouse gases, in particular a utility vehicle (300) or a vehicle with a PTAC of less than or equal to 7.5 tons,
• unloading boxes.