WO2021234122A1 - Conteneur à fret pour une chaîne de transport ininterrompue destinée à un fret aérien et système de conteneurs à fret - Google Patents

Conteneur à fret pour une chaîne de transport ininterrompue destinée à un fret aérien et système de conteneurs à fret Download PDF

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Publication number
WO2021234122A1
WO2021234122A1 PCT/EP2021/063545 EP2021063545W WO2021234122A1 WO 2021234122 A1 WO2021234122 A1 WO 2021234122A1 EP 2021063545 W EP2021063545 W EP 2021063545W WO 2021234122 A1 WO2021234122 A1 WO 2021234122A1
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WO
WIPO (PCT)
Prior art keywords
freight container
freight
container
floor
unit
Prior art date
Application number
PCT/EP2021/063545
Other languages
German (de)
English (en)
Inventor
Jürgen Wittmann
Original Assignee
umlaut engineering 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 umlaut engineering GmbH filed Critical umlaut engineering GmbH
Publication of WO2021234122A1 publication Critical patent/WO2021234122A1/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
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D11/00—Passenger or crew accommodation; Flight-deck installations not otherwise provided for
    • B64D11/06—Arrangements of seats, or adaptations or details specially adapted for aircraft seats
    • B64D11/0696—Means for fastening seats to floors, e.g. to floor rails
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D9/00—Equipment for handling freight; Equipment for facilitating passenger embarkation or the like
    • B64D9/003—Devices for retaining pallets or freight containers
    • 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
    • B65D88/74—Large containers having means for heating, cooling, aerating or other conditioning of contents
    • 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
    • B65D90/12—Supports
    • B65D90/18—Castors, rolls, or the like; e.g. detachable
    • 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
    • B65D90/22—Safety features
    • 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
    • B65D88/005—Large containers of variable capacity, e.g. with movable or adjustable walls or wall parts, modular
    • 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
    • B65D90/004—Contents retaining means
    • B65D90/0073—Storage racks

Definitions

  • the invention relates to a freight container for transporting air freight in a door-to-door transport chain, a freight container system for converting a passenger seat arrangement of a passenger cabin of a means of transport, a passenger cabin of a means of transport and the use of a freight container instead of at least one passenger seat in one Passenger cabin of a means of transport.
  • the invention also relates to a method for arranging a freight container in a passenger cabin of a means of transport.
  • Freight containers for transporting transportable goods such as, for example, packages, shipments or pieces of luggage, in means of transport are known in different design variants.
  • freight containers can be designed as pallets, as partially closed containers or completely closed containers.
  • Such freight containers are used, for example, for freight transport by means of airplanes or trains.
  • a passenger aircraft or a train with passenger compartments in particular, separate cargo areas are provided for loading with cargo containers.
  • an underbody compartment is provided in a passenger aircraft, which has a cargo hold in which standardized cargo containers and / o- the piece freight can be arranged in areas separated by nets.
  • adapted freight containers can be transported in this freight hold, and on the other hand also individual piece goods, such as passenger luggage.
  • the freight containers require logistical planning and packaging and can therefore not be used for individual and spontaneous transport tasks.
  • the piece goods transport of the passenger baggage allows such spontaneous transport without logistical advance planning, but a complex manual loading process and manual placement of each piece goods in the freight compartment are necessary.
  • hand luggage In the passenger cabins of airplanes or trains, hand luggage can also be transported under the passenger seats, in seat pockets and in hand luggage compartments. Often the passengers take care of the stowage themselves - but this often extends the boarding times and requires regular follow-up work by trained staff to ensure that the stowage is appropriate.
  • Another disadvantage is that the transportation of freight in the passenger cabin, in particular due to rough handling during loading and unloading, can damage the interior fittings of the passenger cabin. Due to strict safety requirements, especially in aviation, a combination of freight transport and passenger transport is only possible to a limited extent and subject to conditions. As a result, the available space is often not optimal can be exploited. Means of transport with unused capacities should be avoided for both economic and ecological reasons.
  • the stated object is achieved by a freight container for transporting air freight in an uninterrupted door-to-door transport chain and for converting a passenger seat arrangement of a passenger cabin of a means of transport, in particular an aircraft or a train
  • a cargo unit with a floor element for carrying a cargo, a ceiling side, front sides and longitudinal sides, the floor element, the ceiling side, the front sides and the longitudinal sides defining a container interior for receiving the cargo, - a transfer device for supporting the cargo unit on a cabin floor during a Transfers the freight container over this cabin floor in a transfer position, and
  • a floor-side fastening device with at least one profile rail, preferably two profile rails arranged essentially parallel to one another and spaced apart from one another, for supporting the cargo unit on an adapter element that can be arranged on seat rails in or on the cabin floor for anchoring passenger seat units, in a transport position, wherein the at least one profile rail is designed to be brought into engagement by the transfer of the freight container over the cabin floor with the adapter element by sliding the freight container onto the adapter element, so that the
  • Freight container is brought from the transfer position into the transport position, in which the freight container can be moved in directions of travel defined by the seat rails and can be locked in place, wherein the fastening device is designed to transfer at least 80%, preferably 100%, of the inertial forces of the freight container via the adapter element into the seat rails and thereby prevent load transfer from the freight container via the transfer device to the cabin floor or to less than 20% to reduce the inertia forces of the freight container.
  • a freight container for transporting air freight in an uninterrupted door-to-door transport chain and for converting a passenger seat arrangement of a passenger cabin of a means of transport, in particular an aircraft or a train, comprising a freight unit with a floor element for carrying a cargo, a
  • a transfer device for supporting the freight unit on a cabin floor during a transfer of the cargo container over this cabin floor
  • the fastening device is designed to allow the transfer of the freight container over the cabin floor in the transfer position, and in the transport position to be fastened to a seat rail arranged in or on the cabin floor for anchoring passenger seat units and at least 80% to transfer preferably 100% of the inertial forces of the freight container into the seat rail and thereby prevent a load transfer from the freight container via the transfer device to the cabin floor or to reduce it to below 20% of the inertial forces of the freight container.
  • the alternative second aspect can be combined with the first aspect of the invention.
  • the invention provides a transport unit which enables spontaneous and flexible transport from door to door.
  • a transport unit is used which enables cargo to be loaded and which can therefore be used both in the scheduled logistics business and is also suitable for being loaded by a passenger with his personal luggage and then on board a means of transport to be brought in like an airplane, train or coach and anchored there safely for transport.
  • the transport unit is designed and conceived to be arranged and transported in the passenger area.
  • the invention overcomes the problem that a floor of a passenger cabin in means of transport, in particular in aircraft and / or trains, is not designed for the support of heavily loaded transport containers during the journey, since this floor is usually lightweight -Comprises floor panels that can only be loaded to a limited extent.
  • Such floor panels are designed to ensure an optimized weight with sufficiently high strength and rigidity values for the transfer of passengers to their seats.
  • Sufficiently high strength and rigidity values can in particular be understood to mean that the floor panels are designed to carry expected point loads, such as a hand luggage case, a passenger or a serving trolley.
  • the inventors have recognized that such lightweight floor panels are also suitable for transferring the load of a transport unit - but not for mounting the transport unit on it during transport by the means of transport when the dynamic forces arising from the movement act. This applies in particular to the dynamic loads during take-off and landing of an aircraft, rough travel flights or the vibrations in trains or coaches when crossing bumps.
  • Seat rails are preferably integrated into the cabin floor of such means of transport, which enable passenger seating units to be securely anchored. These seat rails are often embedded quasi-flush in the cabin floor, but can also be sunk into the cabin floor or protrude above it.
  • the seat rails are fastened to a stable support structure of the means of transport, such as a frame, a bulkhead structure, transverse support or the like.
  • the surface of the cabin floor is suitable for moving a freight transport unit quickly and ergonomically in the cabin for loading and unloading the freight transport unit, in particular to roll it by means of transport rollers.
  • the freight unit in particular the freight container, is anchored in the seat rails, in particular according to the first aspect via an adapter element, so that this is at least 80%, preferably the total caused by the mass static and dynamic see forces of the freight unit take up.
  • the transfer device can be raised relative to the cabin floor and / or the fastening device can be lowered relative to the cabin floor.
  • the inventors have also recognized that a combination of freight transport and passenger transport in the passenger cabin also requires efficient logistics that can be planned with regard to freight placement and freight transport in order to divide up the space available in the passenger cabin and stow the freight safely. It is particularly important to ensure that escape routes are kept free and that the weight distribution of the passengers and the freight can be carried out in accordance with the requirements for the means of transport.
  • a freight container can preferably be provided which is designed to receive goods to be transported outside the means of transport, to be moved over a cabin floor of the means of transport and then, after the freight container has been placed in the passenger cabin, seat rails already present therein, which are provided for anchoring the passenger seats, to be used for anchoring the freight container or an adapter element.
  • the fastening device of the freight container is designed to anchor the freight container to the seat rail, in particular according to the first aspect via the adapter element, and at least partially, preferably completely, to transfer the inertial forces of the freight container in the transport position into the seat rail. At the same time, the fastening device does not prevent a movement over the booth floor in the transfer position.
  • a freight container which is designed to receive goods outside of the means of transport, to be moved over a cabin floor of the means of transport and / or to an adapter element that is arranged on the seat rails, in particular preinstalled, and to be pushed onto the adapter element .
  • the seat rails and / or the adapter element are not part of the freight container.
  • the freight container can thus be free of the adapter element.
  • the freight container can include the fastening device which is free of the adapter element and is designed to be brought into engagement with the adapter element, in particular the preinstalled adapter element.
  • the fastening device in particular the profile rail, can be provided in order to be anchored on the adapter element and the inertia forces of the Freight container in the transport position at least partially, preferably completely, to be transferred into the seat rail via the adapter element. At the same time, the fastening device does not prevent a movement over the booth floor in the transfer position.
  • the seat rails can be arranged on several adapter elements.
  • these adapter elements can be arranged on the seat rails at a distance from one another and / or form a continuous rail system.
  • the freight container can preferably be moved over the cabin floor in the transfer position up to a first adapter element.
  • the freight container can preferably be pushed onto the first adapter element so that at least 80%, preferably 100%, of the inertial forces of the freight container are transmitted into the seat rails via the adapter element.
  • the freight container can be pushed into position via the adapter elements, in particular the rail system formed by the adapter elements, and locked in place in an end position.
  • a fastening device protruding downward beyond the floor element, in particular one on the cargo unit, in particular the floor element and / or at least one side surface, preferably at least one end face and / or one longitudinal side, can preferably be placed under the base-side fastening device Fastening device to be understood.
  • the fastening device can preferably protrude downward beyond the floor element.
  • the fastening device can preferably be a separate element or comprise a separate element that can be arranged on the freight unit, in particular on the floor element and / or at least one side surface. The separate element can therefore in particular not be formed on the floor element and / or at least one side surface of the freight unit.
  • the fastening device can preferably be provided on the freight unit and / or on the seat rail and / or as a loose unit.
  • the fastening device can be provided at least partially, that is to say at least one element of the fastening device, on the freight unit and / or the seat rail and / or as a loose unit.
  • the fastening device can preferably comprise at least one separate element which can be brought into the transport position independently of the freight container in order to anchor the freight container in the transport position.
  • the fastening device cannot be arranged on the freight unit or can only be arranged partially in the transfer position.
  • a first element and / or a first unit of the Fastening device can be arranged on the freight unit and be designed to support and / or fasten a second element and / or a second unit which is formed separately.
  • the second element or the second unit can preferably be provided as a loose unit and / or on the seat rail.
  • the fastening device can comprise or consist of the at least one profile rail, preferably the two profile rails which are essentially parallel to one another and spaced apart from one another.
  • the profile rails can in particular be fastened to the floor element, in particular by means of a fastening means, or be formed thereon.
  • a profile rail arranged on the freight container, in particular the floor element can in particular have a height that decreases towards the ends of the profile rail, starting from the freight container, in particular the floor element. This can simplify pushing the freight container onto the adapter element.
  • a profile rail can in particular be understood to mean an element with a defined profile that can be brought into engagement with an adapter element, in particular such that the freight container can be fixed in at least one spatial orientation, in particular in two spatial orientations.
  • the freight container can be moved freely in a spatial orientation in order to be able to be brought into the end position and fixed in this.
  • a transfer position can preferably be understood as a position in which the fastening device is relieved, preferably without contact with the cabin floor and / or the seat rail and / or the adapter element.
  • the fastening device in the transfer position can in particular be contactless with the adapter element.
  • the transfer device can be arranged on the bottom element on a bottom side facing away from the container interior and protrude beyond the bottom side, the transfer device in the transfer position preferably protruding further beyond the bottom side than the fastening device.
  • the transfer device can preferably allow a rolling or sliding transfer of the freight container on the cabin floor.
  • a transport position can preferably be understood as a position in which the fastening device anchors the freight container on the seat rail, in particular according to the first aspect via the adapter element.
  • the Transfer device contactless to the cabin floor and / or be relieved by the load-transferring connection of the fastening device to the seat rail, in particular according to the first aspect via the adapter element.
  • the load transfer from the freight container via the transfer device to the cabin floor can be prevented or reduced to less than 20% of the inertia forces.
  • the freight container can be moved in the transport position along the rail system of the adapter element or the adapter elements and can be fixed in place at an end position.
  • An adapter element according to the first aspect can in particular be understood to mean an element that can be adapted to different seat rails, in particular different means of transport and / or different aircraft, and / or correspondingly different seat rails, in particular different means of transport and / or different aircraft can be selected.
  • the freight container can preferably be a partially closed container or a completely closed container.
  • the freight container can also be a pallet with an additional securing device.
  • top side and / or “front sides” and / or “longitudinal sides” are therefore preferably not restricted to closed, in particular flat, walls.
  • the bottom element In the case of a completely closed container, for example the bottom element, the top side, the front sides and the long sides can delimit the interior of the container.
  • the floor element can delimit the interior of the container.
  • the top side, the front sides and the long sides can preferably surround the interior of the container.
  • the top side and / or the front sides and / or the longitudinal sides can be formed by a transport item with which the freight container can be equipped.
  • the top side and / or the front sides and / or the longitudinal sides can preferably be formed by an additional safeguard, such as a net and / or a tarpaulin.
  • the bottom element and at least one further side element from the top side can delimit the interior of the container.
  • the further non-delimiting side elements preferably the top side and / or the front sides and / or the long sides surrounding the container interior.
  • the non-delimiting side elements can be formed, for example, by a transport item with which the freight container can be equipped.
  • non-delimiting side elements can be formed by an additional safeguard, such as a net and / or a tarpaulin.
  • the base element and / or the top side and / or the front sides and / or the longitudinal sides can preferably be designed to be flat.
  • the top side and / or at least one front side of the front sides, preferably the second front side, which forms the rear side of the freight container can be designed to be curved. Curved can in particular mean that the top side and / or the at least one front side has at least one edge.
  • Air freight can in particular be understood to mean freight that differs from any transport containers and / or passenger trolleys.
  • the freight unit and / or the freight container can protect the freight to be transported against stresses, in particular pressure, shock, drop, vibration and / or temperature.
  • the freight container can preferably be designed to be transported in a passenger cabin.
  • such freight containers can be used, for example, for an uninterrupted logistics chain from door to door, that is to say a logistics chain from the sender to the recipient without reloading the transported goods.
  • the invention also has the advantage that passenger transport, in particular aircraft and trains, can be quickly and easily converted, depending on the load situation, in order to increase the proportion of passenger transport to freight transport in a range of 0: 100 up to 100: 0 with an optimal utilization of the available space and weight capacities.
  • passenger transport in particular aircraft and trains
  • the retrofitting can take place without a structural conversion of the means of transport, in that only those passenger seats are removed where freight containers are to be placed.
  • the freight container according to the invention enables a needs-oriented conversion of the means of transport. In this way, on the one hand, delivery bottlenecks due to a lack of transport options can be prevented and, on the other hand, it can be prevented that capacities are not optimally used due to a passenger transport means that is not fully occupied.
  • the passengers can also be placed at a distance from one another, for example, in order to ensure a safety distance for health reasons or a distance for privacy and to form a screen.
  • the freight container can preferably be arranged instead of at least one passenger seat unit. In a particularly preferred manner, for example, two freight containers can fill the space of three passenger seating units.
  • the freight container according to the invention is designed to be anchored in an existing seat rail instead of at least one passenger seat unit, in particular according to the first aspect via an adapter element, it can be designed to comply with the approval regulations, in particular the aviation approval regulations, to meet. In particular, it can be guaranteed that the freight container does not block any escape routes.
  • the invention is preferably not restricted to use in aircraft, in particular in a passenger cabin of an aircraft, or in trains, in particular in a passenger cabin of a train, even if it can be used here particularly advantageously and economically.
  • a freight container described here can be used, for example, for all conceivable areas of application, such as freight transport by helicopter and / or rail vehicles and / or ships and / or ferries and / or magnetic levitation trains and / or air taxis and / or the like. chen are used.
  • cabin or passenger cabin is preferably used uniformly for a space in the means of transport in which passengers are transported.
  • seat rail is also preferably not restricted to a design as a rail element.
  • a load point or a load surface which is designed to attach a seat can also be referred to as a seat rail.
  • the fastening device is mechanically fastened to the floor element, on a floor side facing away from the container interior, in particular by means of a fastening means, or is formed thereon.
  • the profile rail can extend essentially orthogonally to a longitudinal axis of the floor element.
  • the freight container comprises, as a transfer device, a roller unit for moving the freight container, which roller unit is arranged on the floor element on a floor side facing away from the container interior.
  • the roller unit can preferably comprise a rotatable single roller.
  • the roller unit can preferably comprise a plurality of rotatable individual rollers.
  • the individual roller can preferably have a width which is designed to ensure that permissible floor loads are not exceeded.
  • the roll can have a width of at least 30 mm, preferably up to a maximum of 100 mm, in particular between 30 mm and 50 mm.
  • the transfer device can comprise four roller units, which are rotatable in particular for aligning the roller unit.
  • each roller unit can preferably comprise at least one individual roller.
  • At least one handle in particular two, three or four handles, can preferably be arranged on the freight unit, the at least one handle preferably being arranged on a frame element and / or one of the end faces and / or one of the longitudinal sides.
  • the handle can preferably be designed as a loop.
  • the roller unit can preferably comprise one or more ball mats.
  • the ball mat can preferably be designed, in particular have dimensions, to ensure that the permissible floor loads are not exceeded, in particular by the ball mat extending over 80% or more of the area of the floor side.
  • the transfer device can preferably comprise an actuatable brake unit which is designed to releasably block at least one rotation of at least one roller unit, in particular at least one individual roller.
  • the braking unit can in particular comprise a braking element.
  • the brake unit can have an actuation unit, in particular a foot lever, a handwheel, a button or a slider, and a mechanical connection between the actuation unit and the transfer device, with which, when the actuation unit is actuated, a blocking of a rotational movement of at least one roller unit, in particular a Single role or several single roles, can be brought about.
  • an actuation unit in particular a foot lever, a handwheel, a button or a slider, and a mechanical connection between the actuation unit and the transfer device, with which, when the actuation unit is actuated, a blocking of a rotational movement of at least one roller unit, in particular a Single role or several single roles, can be brought about.
  • the roller unit can preferably comprise a braking element which is designed to block the roller unit. This can prevent unwanted movement of the freight container.
  • the braking element can preferably be actuated by a person who can move the freight container over the cabin floor in order to switch it between a braking and a release function.
  • the roller unit can preferably have a height between 0.05 m and 0.20 m, preferably a height of 0.12 m. This ensures that the roller unit can be moved in the transfer position over the booth floor and any obstacles.
  • the at least one profile rail is designed to anchor the freight container in a fixed position on the adapter element in at least two spatial axis orientations.
  • the at least one profile rail preferably has a C-profile.
  • the profile rail can be brought into engagement with the adapter element, in particular in the transport position.
  • the profile rail can preferably at least partially encompass at least part of the adapter element.
  • the at least one profile rail can have a channel which extends in the longitudinal direction of the profile rail and is designed to accommodate sliding rollers arranged on the adapter element in order to to allow a movement of the freight container in the transport position in directions of travel defined by the seat rails.
  • the channel extending in the longitudinal direction can be configured to be at least partially open.
  • the channel extending in the longitudinal direction of the profile rail can preferably be formed by the C-profile of the profile rail.
  • the at least one profile rail is preferably designed to enable a lifting mechanism by pushing the freight container onto the adapter element.
  • the at least one profile rail preferably has a guide edge facing the floor element of the freight container, which has a slope sloping in the direction of the floor element on at least one end side, so that a distance between the floor element and the guide edge decreases in the direction of the end side in order to prevent the To allow freight container on the adapter element and a lifting of the freight container by sliding it.
  • the transfer device is free of contact with a cabin floor and / or at least 80%, preferably 100%, of the inertial forces of the freight container can be transmitted via the fastening device and the adapter element to allow in the seat rails to be simplified.
  • the fastening device is designed to fasten the freight container to the adapter element in a form-fitting manner, so that the freight container can be locked in place on the adapter element in all three spatial orientations.
  • the fastening device preferably comprises a quick-release fastener which is designed to fasten the freight container to the adapter element in a form-fitting manner.
  • an actuating element preferably a hand lever, a foot lever, a button or a slide, and a mechanical connection between the actuating element and the quick-release fastener can be provided.
  • the actuating element can preferably be designed in order to be able to effect and / or release a positive locking between the freight container, in particular the fastening device, and the adapter element.
  • the quick-release fastener can preferably be designed to enable positive locking and / or unlocking without tools. A particularly simple, quick and safe anchoring can thereby be achieved.
  • the profile rail can have: at least in the area of one end side a beveled course, so that the at least one profile rail increases in total height starting from the end side, around a movably, in particular resiliently, mounted latch of the adapter element when the freight container is pushed open to press the adapter element in the direction of the cabin floor, and / or - a substantially vertical locking recess spaced from the end side, which extends on the floor side in the direction of the freight container and is designed to receive the bolt so that the freight container is stationary in all three spatial orientations can be anchored on the adapter element.
  • the locking recess can preferably have beveled edges, which are designed to move the movably, in particular resiliently, bolt of the adapter element by moving the freight container in the directions of travel with force from a rest position in order to move the freight container in the directions of travel to allow.
  • a movable, in particular resilient, mounting of the bolt can particularly preferably be established so that the movement of the freight container in the directions of travel is blocked.
  • the at least one profile rail can have at least one essentially horizontal locking recess extending through it, which is designed to receive a locking pin of the adapter element, which can be passed through the essentially horizontal locking recess and preferably fastened in the profile rail for locking the freight container is, so that the freight container can be anchored to the adapter element in a stationary manner in all three spatial orientations.
  • the horizontal locking recess can in particular extend through the profile rail or into the profile rail.
  • the bottom element can have at least one essentially vertical cam receptacle, preferably four cam receptacles, on the bottom side, which is designed to receive a locking cam that can be engaged by the adapter element for locking the freight container, so that the freight container is stationary in all three spatial orientations can be anchored on the adapter element.
  • the base element can have at least one lifting surface on the bottom side, in particular a reinforced lifting surface, which is designed to be brought into engagement with a lifting element of the adapter for lifting the freight container.
  • the fastening device can preferably be designed for positive and non-positive fastening of the freight container to the adapter element, in particular for positive fastening in the vertical direction and for positive and / or non-positive fastening in the horizontal direction.
  • the fastening device comprises a locking unit which is designed to anchor the freight container in a fixed position on the seat rail in all three spatial axis directions.
  • the locking unit can preferably have a first locking function and a second locking function different therefrom and can thereby be designed to anchor the freight container alternatively to one of at least two different seat rails.
  • the locking unit can, for example, be positioned differently on the freight unit or can have different locking mechanisms.
  • the locking unit can be arranged or can be arranged on the base element and / or at least one side surface, in particular at least one end face and / or one longitudinal side, of the freight unit, in particular on the The base element and / or the at least one side surface can be engaged or brought into engagement.
  • the locking unit can preferably be a separate element or comprise a separate element that can be arranged on the freight unit, in particular on the floor element and / or at least one side surface.
  • the locking unit can therefore in particular not be formed on the floor element and / or at least one side surface of the freight unit.
  • the locking unit can preferably be on the freight container and / or on the Seat rail and / or be provided as a loose unit.
  • the locking unit can preferably be designed to be brought into the transport position independently of the freight container in order to anchor the freight container in the transport position. In particular, the locking unit cannot be arranged on the freight container in the transfer position, that is to say provided as a separate element.
  • a locking unit can anchor two freight containers arranged next to one another on the seat rail.
  • up to four locking units can be used to anchor the freight container.
  • a total of six locking units can preferably be used to anchor the two freight containers.
  • two anchoring units are designed to jointly anchor the freight containers arranged next to one another on the seat rail.
  • the fastening device can preferably be designed for positive and non-positive fastening of the freight container to the seat rail, in particular for positive fastening in the vertical direction and for positive and / or non-positive fastening in the horizontal direction.
  • the locking unit can preferably be locked and unlocked without tools. A particularly simple, quick and secure anchoring can thereby be achieved.
  • the fastening device preferably according to the second aspect, comprises an undercut, a groove, a recess, an open hollow profile with a recess extending in a horizontal direction.
  • the locking unit can be anchored in the seat rail at one end and engage in the recess at another end.
  • the locking unit can be locked to the fastening device in a particularly simple manner and a tensile force can be transmitted in the vertical direction by means of a positive fit in order to fasten the freight container on the seat rail.
  • the freight container preferably according to the second aspect, can have at least two such recesses, which are preferably arranged parallel to one another and at a distance from one another on two opposite sides of the freight container.
  • the freight container can preferably be anchored to the seat rail, in particular according to the first aspect, via the adapter element in such a way that the rear side faces a cabin wall and the front side faces a cabin aisle.
  • the long sides can preferably face a further freight container or a passenger seat unit.
  • the freight container can be integrated into a passenger seat arrangement in a space-saving and easily positionable manner.
  • each locking unit can be designed to anchor two freight containers arranged next to one another on the seat rail. It is particularly preferred if a total of at least four locking units per freight container and / or a total of six locking units per two freight containers arranged next to one another are used. In this way, secure anchoring and, at the same time, optimized load distribution can be guaranteed.
  • the fastening device comprises a spacer for supporting the freight unit on the seat rail in the transport position.
  • the spacer can protrude downward beyond the floor element, at least in the transport position.
  • the spacer can accordingly be arranged and / or can be arranged in particular on the freight unit, in particular on the floor element on a floor side facing away from the container interior.
  • the spacer can preferably protrude downward beyond the floor element.
  • the spacer can preferably be a separate element that can be arranged on the floor element and / or on the seat rail.
  • the separate element can therefore in particular not be formed on the floor element and / or the seat rail.
  • the spacer can preferably be provided on the floor element and / or on the seat rail and / or as a separate element.
  • the spacer can therefore preferably be moved into the transport position independently of the freight container to be brought. In particular, the spacer cannot be arranged on the freight unit in the transfer position, that is to say provided as a separate element.
  • the freight container can be brought from the transfer position into the transport position by jacking the freight container onto the spacer.
  • the spacer can be designed to enable a form-fitting connection between the floor element and the seat rail. As a result, the load can be transferred in the transport position.
  • At least two spacers can be provided, which are preferably arranged parallel to one another and at a distance from one another.
  • the spacers can preferably each be arranged on an edge or at a distance from the edge of the floor element which adjoins a longitudinal side.
  • the spacers can be arranged in such a way that they can engage in parallel seat rail elements.
  • an adapter can be provided which can be arranged on the spacer or can be integrated in the spacer in order, for example, to enable the positive connection between the floor element and different seat rails.
  • the fastening device can be understood as a spacer which comprises the at least one profile rail, preferably two profile rails arranged essentially parallel to one another and spaced apart from one another, for supporting the freight unit on the adapter element as an adapter that is attached to Seat rails can be arranged in or on the cabin floor for anchoring passenger seating units, in a transport position.
  • the spacer can be moved or pivoted vertically in one direction for switching between the transfer position and the transport position.
  • the spacer can preferably be moved and / or pivoted in a different direction opposite to this in order to bring the freight container from the transport position into the transfer position.
  • the spacer can be lowered for jacking up in order to raise the freight container.
  • the freight container comprises an actuating element, in particular a foot lever or a handwheel, and a mechanical connection between the actuating element and the spacer, with which a vertical movement and / or pivoting when the actuating element is actuated of the spacer can be brought about.
  • the transfer device can be vertically displaceable and / or pivotable for switching between the transfer position and the transport position.
  • the transfer device can be moved and / or pivoted vertically.
  • the freight container comprises an actuating element, in particular a foot lever or a handwheel, and a mechanical connection between the actuating element and the transfer device, with which a vertical movement and / or pivoting of the transfer device can be brought about when the actuating element is actuated.
  • an actuating element in particular a foot lever or a handwheel
  • a mechanical connection between the actuating element and the transfer device with which a vertical movement and / or pivoting of the transfer device can be brought about when the actuating element is actuated.
  • the actuating element can also be, for example, a button or a slide.
  • the transfer device can be moved and / or pivoted in an opposite direction in order to bring the freight container from the transport position into the transfer position. With this configuration, the transfer device can be lowered into the transfer position.
  • the freight container is first placed on the seat rail.
  • the freight container can preferably be locked on the seat rail.
  • another freight container can be positioned next to it and locked.
  • the spacer can be arranged on the base element, this having an unchangeable height both in the transfer position and in the transport position.
  • an additional spacer can be inserted.
  • the freight container can preferably be lowered to jack it up by lifting the transfer device.
  • a freight container can initially be placed on the seat rail.
  • the freight container can preferably be lowered by lifting the transfer device for jacking up on a spacer integrated in the seat rail or spacer arranged in the seat rail.
  • the freight container can preferably be locked on the seat rail.
  • another freight container can be positioned next to it, lowered and locked.
  • the freight container preferably comprises an actuating element, in particular a foot lever or a handwheel, and a mechanical connection between the actuating element and the transfer device, with which a vertical movement and / or pivoting of the transfer device can be brought about when the actuating element is actuated.
  • an actuating element in particular a foot lever or a handwheel
  • a mechanical connection between the actuating element and the transfer device with which a vertical movement and / or pivoting of the transfer device can be brought about when the actuating element is actuated.
  • the locking element can be brought into engagement on the freight container after jacking up or before jacking up - depending on a jacking mechanism.
  • the locking units can in particular be designed to couple and / or engage.
  • the freight container can preferably float freely over the locking units.
  • the locking unit can also be integrated in the spacer.
  • the locking unit can preferably have a locking mechanism which can be brought about by jacking it up. A particularly simple, quick and secure locking can be ensured by this configuration. In this way, the personnel expenditure can be further reduced.
  • the actuating element can preferably be designed as a foot lever which, in particular by stepping down, causes a vertical movement and / or a pivoting of the spacer.
  • the actuating element can preferably be designed as a handwheel which, in particular by manual rotation, effects a vertical movement and / or a pivoting of the spacer.
  • a height of the fastening device with the spacer in the transport position starting from the floor element to the seat rail is greater than 0.05 m, in particular greater than 0.20 m, in particular greater than 0.12 m.
  • the height of the fastening device with the spacer in the transport position is preferably greater than the height of the transfer device in the transport position.
  • the height of the fastening device with the spacer in the transfer position is preferably smaller than the height of the transfer device in the transfer position.
  • the height of the spacer starting from the fastening device in the direction of the seat rail in the transfer position is smaller than the difference between the height of the transfer device and the height of the fastening device.
  • the height of the spacer starting from the fastening device in the direction of the seat rail in the transport position, is preferably greater than the difference between the height of the transfer device and the height of the fastening device. This allows the freight container to be moved over the cabin floor in the transfer position and ensures that the load is transferred to the seat rail in the transport position.
  • the fastening device and the transfer device can be adjusted relative to one another in the vertical direction, in particular in such a way that the transfer device is immovably fastened to the floor element in the vertical direction and the fastening device is so vertically is movably attached to the floor element that the fastening device can be lowered for support on the seat rail and hereby lifts the floor element together with the transfer device attached to it out of contact with the cabin floor.
  • the spacer can be arranged or can be arranged as part of the fastening device on the freight unit.
  • the spacer can preferably be the lowering mechanism include to allow movement in the vertical direction.
  • the locking unit can be arranged as part of the fastening device, in particular on the freight unit, or can be arranged as a separate element.
  • the locking unit can in particular be fastened or fastenable to the seat rail.
  • the fastening device and the transfer device can be adjusted relative to one another in the vertical direction, in particular in such a way that the transfer device is fixed immovably in the vertical direction on the floor element and the fastening device is in this way on the Floor element can be arranged so that the floor element can be arranged for support on the fastening device and in this case the floor element together with the transfer device fastened to it is lifted out of contact with the cabin floor.
  • the spacer can be designed as a separate element of the fastening device which is or can be arranged on the seat rail.
  • the spacer can preferably be designed to be vertically movable in order to enable a movement in the vertical direction.
  • the spacer can preferably comprise a lifting mechanism in order to raise the floor element relative to the transfer device as soon as the floor element rests on the spacer.
  • the locking unit can be arranged as part of the fastening device, in particular on the freight unit, or can be arranged as a separate element.
  • the locking unit can in particular be fastened or fastenable to the seat rail.
  • the fastening device and the transfer device can be adjusted relative to one another in the vertical direction, in particular in such a way that the fastening device, especially in the vertical direction, is immovable, fastened or can be arranged on the floor element and the transfer device is vertically movably attached to the floor element in such a way that the transfer device can be raised relative to the floor element and is lifted out of the support on the cabin floor as soon as the fastening device rests on the seat rail and / or the floor element rests on the fastening device.
  • the fastening device is fastened or movable in the vertical direction on the floor element be able to be arranged.
  • the spacer can preferably be arranged as part of the fastening device on the freight unit.
  • the spacer can preferably be immovable in the vertical direction or comprise the lowering mechanism in order to enable a movement in the vertical direction.
  • the spacer can preferably be designed as a separate element of the fastening device which is or can be arranged on the seat rail.
  • the spacer can preferably be designed to be vertically movable in order to enable a movement in the vertical direction.
  • the locking unit can be arranged as part of the fastening device, in particular on the freight unit, or can be arranged as a separate element.
  • the locking unit can in particular be fastened or can be fastened to the seat rail.
  • the fastening device and the transfer device are adjustable relative to one another in the vertical direction, in particular in such a way that the transfer device and the fastening device are spaced apart from one another on a rocker or on a pivot lever.
  • the locking unit can preferably be arranged as part of the fastening device, in particular on the freight unit, or can be arranged as a separate element.
  • the locking unit can in particular be fastened or fastenable to the seat rail.
  • the arrangement and / or design of the fastening device according to the embodiments described above can preferably be understood to mean that at least one element or a unit of the fastening device, in particular the spacer, is arranged and / or configured in this way.
  • the freight container has an interior volume of at least 0.5 m 3 , preferably at least or approximately 1 m 3 , preferably a maximum of 1.2 m 3 .
  • the freight container can be placed in passenger cabins without structural conversion and at the same time is sufficiently large to accommodate a number of goods to be transported as an economically sensible transport unit.
  • up to 595 smartphones or up to 37 parcels or up to 17,350 protective masks or up to 19 hand luggage cases can be accommodated in the freight container.
  • the freight unit particularly preferably has an external geometry with a height of up to 1.60 m, preferably of up to 1.3 m, and / or a bottom side length of up to 1.50 m, preferably of up to 1.33 m , and / or a ceiling side length of up to 1.50 cm, preferably of up to 1.33 m, and / or a front side width of up to 0.75 m, preferably of up to 0.7 m, and / or a maximum Long sides of up to 1.50 m, preferably of up to 1.33 m.
  • the freight unit can preferably have an external geometry with a height of up to 1 m and / or a bottom side length of up to 1 m and / or a top side length of up to 1 m and / or a front side width of up to 0.75 m and / or a maximum longitudinal side length of up to 1 m.
  • the height can preferably be a distance between the floor element and the ceiling side.
  • the front side width of the freight container is to be understood as a dimension of the front side and / or the rear side from a first edge, which adjoins a first longitudinal side, to a second edge, which adjoins a second longitudinal side.
  • the first and the second edge preferably each extend from the floor element to the ceiling side.
  • the length of the long side can preferably be measured starting from the front side to the rear side.
  • the length of the long side can preferably also be a distance between the first face and the second face.
  • the length of the top side can preferably correspond to a length of an edge of the top side which adjoins the first long side or the second long side.
  • the top side length can accordingly also correspond to a length of an edge of the first longitudinal side or the second longitudinal side which adjoins the top side.
  • the bottom side length can preferably correspond to a length of an edge of the bottom element which adjoins the first longitudinal side or the second longitudinal side.
  • the floor length can accordingly also correspond to a length of an edge of the first longitudinal side or the second longitudinal side which adjoins the floor element.
  • the maximum long side length, the bottom side length and the top side length can preferably match.
  • the maximum long side length and the bottom side length or the top side length can differ from one another, with the maximum long side length preferably being greater than the top side length and / or the bottom side length.
  • the length of the bottom side can preferably be greater than the length of the top side. This enables a curved cross-sectional shape to be achieved.
  • the external geometry can preferably be adapted to a nature of the means of transport, in particular to an internal geometry of the passenger cabin. Furthermore, the external geometry can preferably be such that loading and unloading are made possible through existing access doors of the means of transport, which can preferably also be used by passengers.
  • the freight container has an empty weight, the freight unit being designed to receive goods to be transported with a fill weight, the sum of the empty weight and the fill weight being a maximum of 250 kg. It can thereby be ensured that the freight container in a filled state corresponds approximately to the weight of a passenger seat unit with passengers placed on it. In this way it can be ensured on the one hand that the existing seat rails for anchoring the passenger seat unit are designed in order to carry the load that occurs in the transport state. On the other hand, an optimized load distribution in the passenger cabin can be guaranteed without great logistic effort.
  • a sum of the empty weight and the filling weight can amount to a maximum of or 250 kg or 260 kg or 270 kg.
  • the freight unit can preferably have an empty weight of up to 15 kg, of up to 25 kg, in particular of up to 30 kg, in particular of up to 35 kg, in particular of up to 40 kg.
  • the freight container can preferably have an empty weight of a maximum of 90 kg or a maximum of 50 kg, in particular about 40 kg or about 30 kg.
  • the freight container can preferably be used to transport products to be cooled, in particular pharmaceutical products and / or components.
  • the freight container can have an empty weight of a maximum of 90 kg.
  • the freight unit can preferably be designed to carry cargo with a maximum weight of approximately 210 kg, in particular 215 kg, in particular 220 kg, in particular 225 kg, in particular 235 kg.
  • the floor element can be designed to carry the maximum weight of approximately 210 kg, in particular 215 kg, in particular 220 kg, in particular 225 kg, in particular 235 kg.
  • a rear end face has a convexly curved outer surface.
  • the freight unit can thus have a beveled design, a rear face of the end faces having a curved cross-sectional shape and / or a beveled cross-sectional shape.
  • a convex outer surface can preferably be understood to mean that the rear face, ie the rear of the freight unit, has one or two or three edges that define the curved cross-sectional shape; the cross-sectional shape can preferably also have a curvature.
  • the external geometry can be adapted particularly well to an internal geometry of a means of transport, in particular a cabin.
  • the curved cross-sectional shape enables an optimized adaptation to the concave inner wall surface of an aircraft fuselage.
  • the long sides can be designed in the shape of a pentagon or a hexagon.
  • the top side can preferably be arranged at right angles to the front side on the front side, the bottom element and thus the bottom side to the front side on the front side and the bottom side to both long sides or the top side to the two long sides.
  • the bottom side to the rear face and / or the top side to the rear face can have an angle that is greater than 90 °, in particular greater than 100 °, in particular less than 110 °, in particular less than 120 °, in particular less than 135 ° .
  • the rear end face can preferably be beveled in a lower and / or upper rear area of the freight unit.
  • the rear end face can preferably have a height of up to 1.30 m, in particular up to 1.40 m, in particular up to 1.50 m, in particular up to 1.60 m.
  • the rear end face can preferably have a first beveled area starting from an edge that adjoins the ceiling side, which increases the length of the long side by up to 0.50 m, in particular by up to 0.40 m, in particular by up to 0 , 30, in particular causes up to 0.20 m.
  • a height of the first beveled area can preferably correspond to approximately 43% of the total height of the rear end face.
  • the rear end face can have a straight area which defines an essentially constant longitudinal side length.
  • a height of the straight area can preferably correspond to approximately 20% to 40% of the total height of the rear face.
  • the rear end face can have a second beveled area that reduces the length of the long side starting from the straight area up to an edge adjoining the bottom side by up to up to 0.40 m, in particular up to 0.30 m, in particular up to 0.20, in particular up to 0.10 m, in particular around 0.15 m.
  • a height of the second beveled area can preferably correspond to approximately 10% to 30% of the total height of the rear end face.
  • the freight container comprises a frame structure which extends from an outer edge of the floor element to an outer edge of the ceiling side and which form edges of the longitudinal sides which connect the floor element to the ceiling side.
  • the frame structure can preferably have frame profiles which can be arranged on individual edges, preferably on all edges of the freight unit.
  • the bottom element and the top side can each be designed to be rectangular.
  • the frame structure can in particular each extend from a bottom side corner to a top side corner. This configuration allows forces to be dissipated via the frame structure.
  • the long sides and / or front sides are formed from a different material and / or a less stable material and / or a lighter material and thus weight is saved.
  • the frame structure can be designed to be rigid and / or dimensionally stable.
  • the frame structure can preferably comprise a metal, a composite material and / or a monolithic material, in particular plastic, or be formed therefrom.
  • the frame structure can preferably comprise aluminum or consist of aluminum.
  • the frame structure can preferably comprise or be formed from foam material with internal foam. It is particularly preferred if the frame structure is designed to be foldable. As a result, the frame structure can in particular be folded up so that the freight container can be stowed flat and in a space-saving manner when not in use, for example in a freight area of the means of transport.
  • Freight containers can preferably be designed, for example, as a closed container made of aluminum sheets with the frame structure or a combination of aluminum frames with plastic walls.
  • the long sides and / or the front sides and / or the bottom element and / or the top side can be designed to be rigid and / or dimensionally stable.
  • the long sides and / or the end sides and / or the base element and / or the top side can preferably comprise or be formed from a composite material and / or a monolithic material, in particular plastic and / or metal.
  • the long sides and / or the front sides and / or the floor element and / or the top side can preferably comprise aluminum or consist of aluminum.
  • the additional frame structure can preferably be dispensed with.
  • the frame structure surrounds the outer edge of the ceiling side and forms edges of the ceiling side and / or surrounds the outer edge of the floor element and forms edges of the floor element.
  • the longitudinal sides and / or the end sides and / or the top side are a plate that is bordered by the frame structure, and / or a sheet metal that is bordered by the frame structure, and / or a flexible textile which is bordered by the frame structure, and / or a tarpaulin which is bordered by the frame structure, and / or a net which is bordered by the frame structure comprises.
  • the long sides and / or the front sides and / or the top side can preferably be formed by a closed plate and / or a flexible textile and / or a tarpaulin and / or a net.
  • the freight container can comprise a protective jacket which is arranged on an outer circumference, the protective jacket comprising a net and / or an energy-absorbing material.
  • the configuration with the network is particularly advantageous in that the freight container or the freight unit or the cargo is additionally secured. This is particularly advantageous if there is an additional load, for example in the event of a crash.
  • the configuration with the energy-absorbing material is particularly advantageous in that damage to an interior of the means of transport, in particular the cabin, can be prevented.
  • the energy-absorbing material can preferably be applied flatly or locally at individual points.
  • the energy-absorbing material can preferably be designed to be elastic and / or in particular comprise foam and / or metal foam and / or rubber.
  • the protective jacket in particular the net and / or the energy-absorbing material, and / or the frame structure can preferably be designed as a composite construction. This enables an attractive appearance to be achieved.
  • a shear reinforcement can particularly preferably be provided on the freight unit.
  • a protective jacket can be designed to act as a shear reinforcement.
  • diagonal push rods can be provided in order to achieve the shear reinforcement.
  • push rods can also connect two or more freight containers arranged next to one another to one another in order to achieve the reinforcement of the thrust.
  • at least one end face of the end faces and / or one longitudinal side of the longitudinal sides can comprise a closable opening or be designed as a closable opening.
  • One end face of the end faces can particularly preferably encompass the closable opening.
  • at least one end face and / or one longitudinal side can comprise an opening and a door flap closing the opening or be designed as a door flap.
  • the goods to be transported can be loaded into or unloaded from the freight container through the closable opening.
  • the opening can preferably be provided in the front. In this way, for example, access to the goods to be transported and / or loading and / or unloading in the transport state can also be made possible. For example, a passenger can thereby access his luggage stored in the freight container during transport.
  • the freight unit comprises at least one intermediate element which divides the container interior horizontally as an intermediate floor for carrying goods to be transported and / or vertically as a partition.
  • an intermediate floor that horizontally divides the interior of the container can absorb load and divert it via the frame structure. In this way, for example, the floor element can be relieved.
  • the freight container has a temperature control unit for temperature control of the container interior and / or a ventilation unit for ventilating the container interior and / or a humidification unit for humidifying the container interior and / or a smoke alarm system for monitoring smoke development in the container interior and / or a includes automated fire extinguishing system for fire fighting in the container interior.
  • the temperature control unit can preferably be designed to cool and / or heat the container interior. This configuration enables, for example, the transport of special goods, such as perishable goods, live animals or other sensitive goods.
  • the freight container can preferably comprise a pressure equalization valve and / or a pressure equalization flap for pressure equalization, the pressure equalization valve and / or a pressure equalization flap preferably being arranged on one of the end faces or one of the long sides or on the base element or on the ceiling side.
  • the pressure equalization flap can particularly preferably have a predetermined breaking point, in particular be connected to the freight container via a predetermined breaking point, in order to be broken out for pressure equalization due to the pressure difference.
  • the freight container can preferably be designed to be fire-resistant or comprise fire-resistant components.
  • the freight container can be designed to be smoke-tight and / or airtight.
  • the freight container can preferably be designed to be shock-absorbing and / or vibration-absorbing.
  • the freight unit is designed as a cooling unit.
  • the freight unit can be designed to enable cooling to a temperature of, in particular, down to -70.degree.
  • a temperature of up to ⁇ 70 ° C. can be maintained for up to several hours.
  • the freight unit can preferably comprise a cooling compartment in the container interior, preferably in an upper area in the container interior, in particular for receiving dry ice, with an optional partition wall having ventilation holes preferably being arranged in the container interior to separate the cooling compartment.
  • the freight unit can comprise a fan which is designed to enable active and / or passive cooling of the container interior.
  • the freight unit can preferably comprise a temperature monitoring unit which is designed to monitor and / or record and / or calibrate a temperature in the interior of the container.
  • a temperature monitoring unit which is designed to monitor and / or record and / or calibrate a temperature in the interior of the container.
  • at least one sensor in particular a plurality of sensors, can be provided in the container interior for temperature monitoring.
  • at least two, preferably several, temperature sensors distributed in the interior of the container and / or networked with one another can be provided.
  • a control unit can preferably be provided, which can in particular be designed to receive data from the at least one sensor and / or to control the temperature, in particular to regulate it as a function of the data received from the sensors. In this way, in particular, a uniform temperature in the entire interior of the container can be guaranteed and changes can be monitored.
  • the bottom element and / or the top side and / or the front sides and / or the longitudinal sides can comprise insulating wall components or be formed from insulating wall components, with the insulating wall components preferably having a thickness of at least 3 cm, preferably about 10 cm or 15 cm. This means that the temperature inside the container can be kept constant in a particularly efficient manner.
  • At least one intermediate floor with ventilation holes can preferably be arranged in the container interior in order to subdivide the container interior.
  • the freight unit can be sealed off by means of seals, in particular labyrinth seals, in order to prevent or reduce heat transport.
  • the freight unit comprises at least a first sub-unit and a second sub-unit, which can be put together in a modular manner and, in an assembled state, form the freight unit.
  • first sub-unit can define the top side
  • front sides and the long sides can define the front sides and the long sides, the interior of the container being subdivided.
  • a first partial interior of the first sub-unit can preferably be defined by the top side, the front sides and the longitudinal sides of the first sub-unit and an intermediate floor side of the first sub-unit.
  • a second partial interior of the second subunit can preferably be defined by the floor element, the end faces and the longitudinal sides of the second subunit and an intermediate ceiling side of the second subunit.
  • the intermediate floor side of the first sub-unit can adjoin the second sub-unit from the intermediate ceiling side.
  • a freight container system for converting a passenger seat arrangement of a passenger cabin of a means of transport, in particular an aircraft or a train, comprising at least one freight container, as described herein, and at least one adapter element that can be mounted on seat rails in or on the cabin floor for anchoring passenger seat units, so that inertia forces of the adapter element and inertia forces acting on the adapter element can be transmitted into the seat rails.
  • the adapter element can particularly preferably comprise:
  • a rail interface in particular in the form of a frame, which is designed to be arranged on a specific seat rail configuration, in particular seat rails at a defined distance, the rail interface being selected from a series of differently designed designed rail interfaces, or o to be adapted and arranged to a specific seat rail configuration, in particular seat rails at a defined distance, and
  • At least two essentially parallel guide rails which can be arranged at a defined distance from one another and which are designed to be brought into engagement with a profile rail of a bottom fastening device of the freight container so that the freight container can be moved along the guide rails.
  • a single guide rail can also be provided, which can be arranged at the rail interface in order to connect a profile rail with a to be brought into engagement with the bottom fastening device of the freight container.
  • the frame can be adapted to different seat rails, in particular different means of transport and / or different aircraft, and / or can be selected according to different seat rails, in particular different means of transport and / or different aircraft.
  • the rail interface can be fastened in the seat rails by means of fastening elements, in particular fastening elements suitable for aviation and standardized for aviation. It can preferably be provided that the position of the rail interface can be varied in the longitudinal direction along the seat rail.
  • the guide rails can in particular be attached to the frame at a defined distance so that they can be brought into engagement with the profile rail or rails.
  • the guide rails can be connected to the rail interface in a form-fitting and / or non-positive manner and / or materially.
  • the profile rail can preferably at least partially encompass at least part of the adapter element, in particular the at least one guide rail.
  • sliding rollers can be arranged on the guide rails, which are designed to be accommodated in a channel extending in the longitudinal direction of the profile rail in order to allow the freight container to move in the transport position in directions of travel defined by the seat rails.
  • Sliding rollers can be understood to mean, in particular, roller-bearing rollers or roller-bearing rollers with line contact of the rolling elements. Rollers with slide bearings are particularly advantageous in that the freight container can be moved easily despite the high power transmission.
  • the sliding rollers can comprise an elastic jacket or be formed from an elastic material.
  • the sliding rollers can preferably be formed from metal or comprise metal.
  • the freight container system can particularly preferably comprise a quick-release fastener which is designed to secure the freight container to the adapter element in a form-fitting manner.
  • the sliding rollers and the at least one profile rail can be designed in order to enable a connection that is as rigid and direct as possible.
  • the adapter element can preferably have a movably, in particular resiliently, mounted bolt which is arranged in the region of the guide rail in order to be moved in the direction of the cabin floor by pushing the freight container onto the adapter element and essentially in one arranged on the profile rail vertical locking recess to be added.
  • the adapter element can preferably have at least one movably, in particular resilient, mounted web which is arranged to be moved in the direction of the cabin floor by pushing the freight container onto the adapter element and to one arranged on the fastening device and / or the floor element essentially vertical locking recess to be received.
  • the adapter element can be an actuation element, in particular a foot lever and / or a handwheel and / or a button and / or a slide, and a mechanical connection between the actuation element and the at least one movable, in particular resilient, mounted web and / or the movable , in particular resiliently mounted bolt, with which a movable, in particular resilient, mounting of the bolt and / or of the at least one web can be blocked and / or released when the actuating element is actuated.
  • an actuation element in particular a foot lever and / or a handwheel and / or a button and / or a slide
  • a mechanical connection between the actuation element and the at least one movable, in particular resilient, mounted web and / or the movable , in particular resiliently mounted bolt with which a movable, in particular resilient, mounting of the bolt and / or of the at least one web can be blocked and / or released when the actuating element is actuated.
  • the adapter element can preferably have at least one locking pin that is movably mounted in a substantially horizontal direction and / or at least one locking cam that is mounted so that it can move in a substantially vertical direction and / or at least one lifting element that is mounted so that it can move substantially in the vertical direction.
  • the adapter element can preferably be an actuating element, in particular a foot lever and / or a handwheel and / or a hand lever, and a mechanical connection between the actuating element and the at least one locking pin and / or the at least one locking cam and / or the at least one Lifting element with which the at least one locking pin and / or the at least one locking cam and / or the at least one lifting element can be moved when the actuating element is actuated.
  • this is intended to enable a positive, fixed locking of the freight container on the seat rail via the adapter element to be achieved by actuating an actuating element.
  • a locking mechanism in particular supported by a spring mechanism, can be used.
  • secure and reliable locking can be ensured despite the inertia forces acting on the freight container during transport.
  • the freight container system comprises two or more adapter elements which can be arranged on the seat rails in such a way that they form a rail system, the adapter elements preferably being arranged at a distance from one another.
  • the adapter elements can preferably be spaced apart in such a way that they form a continuous rail system so that the freight container can be moved along the rail system, in particular after the freight container has been pushed onto a first adapter element.
  • a passenger cabin of a means of transport in particular a passenger cabin of an aircraft or a train, comprising a freight container system, in particular as described herein, with a number of freight containers, in particular as described here, wherein the freight containers are arranged in place of the passenger seats.
  • a passenger cabin of a means of transport in particular a passenger cabin of an aircraft or a train, comprising a freight container system, in particular as described herein according to the first aspect, with a number of freight containers, in particular as described herein, and a number of passenger seats, wherein a freight container instead of at least one passenger seat removed from the passenger cabin is arranged adjacent to a passenger seat in the passenger cabin.
  • a passenger cabin of a means of transport in particular a passenger cabin of an aircraft or a train, can be provided, comprising a number of freight containers, the freight containers being arranged in the passenger cabin instead of the passenger seats, or a number of freight containers and a number of passenger seats, wherein a freight container is arranged adjacent to a passenger seat in the passenger cabin instead of at least one passenger seat removed from the passenger cabin.
  • the freight containers can in particular be designed in accordance with one of the preceding embodiments. In this case, only freight containers or freight containers together with passenger seating units in a mixed configuration can preferably be provided in the cabin.
  • the locking unit can be designed in such a way that two freight containers arranged next to one another in the passage yaw seat assembly can be anchored with the same locking unit in the seat rail.
  • two freight containers with a total of six locking units can be anchored in the seat rail.
  • the aforementioned object is achieved by using a freight container, in particular as described herein according to the first aspect, instead of at least one passenger seat or a passenger seat unit in a passenger cabin of a means of transport, in particular an aircraft or a train in that the freight container is moved over a cabin floor of the means of transport to a freight pick-up position and is brought into engagement with an adapter element arranged on seat rails, which are provided for anchoring the passenger seat unit in the passenger cabin, so that a load transfer from the freight container is brought into engagement is prevented or reduced to less than 20% of the inertia forces of the freight container via the transfer device to the cabin floor.
  • a freight container can be used instead of at least one passenger seat or a passenger seat unit in a passenger cabin of a means of transport, in particular an aircraft or a train, in that the freight container is moved over a cabin floor of the means of transport to a cargo loading position and is anchored at the cargo loading position on seat rails, which are provided for anchoring the passenger seat unit in the passenger cabin, in such a way that no mass forces of the cargo container are introduced into the cabin floor. the.
  • the freight container is designed as described above.
  • the above-mentioned object is achieved by a method for arranging a freight container, in particular as described herein according to the first aspect, in a passenger cabin of a means of transport, in particular an aircraft or a train, comprising the steps: Moving the freight container over a cabin floor, sliding the cargo container onto an adapter element mounted on seat rails in or on the cabin floor for anchoring passenger seating units, positioning the cargo container and anchoring the cargo container on the adapter element by at least 80%, preferably 100%, of the mas - To transmit vertical forces of the freight container via the adapter element into the seat rails and thereby prevent load transfer from the freight container via the transfer device to the cabin floor or to reduce it to less than 20% of the inertial forces of the freight container, preferably including mounting the Ada pterelements on the seat rails.
  • a method for arranging a freight container in a passenger cabin of a means of transport can be provided, in particular an aircraft or a train in front of, comprising the steps of: moving the freight container over a cabin floor, positioning the freight container on a seat rail for anchoring passenger seat units and anchoring the freight container on the seat rail in order to transmit at least 80%, preferably 100% of the inertial forces of the freight container to the seat rail and thereby to prevent a load transfer from the freight container via the transfer device to the cabin floor or to reduce it to below 20% of the mass forces of the freight container.
  • the method can preferably further comprise the steps: releasing an anchoring of a passenger seat unit on the seat rail and removing the passenger seat unit from the seat rail. A passenger seat arrangement can thereby be converted.
  • Another exemplary aspect provides a method for transporting cargo in a freight container in an uninterrupted door-to-door transport chain for air cargo, comprising the steps of: loading the cargo container with cargo at a sender address, transporting the cargo container from the sender address to one first transshipment location such as a train station or an airport, loading the freight container at the first transshipment location into a means of transport, and transporting the freight container with the means of transport from the first transshipment location to a second transshipment location, the freight container in the second means of transport in a passenger car bine, comprising the steps: moving the freight container supported on a cabin floor in the passenger cabin, positioning the freight container on a seat rail for anchoring passenger seat units, in particular on the adapter element, anchoring the freight container on the S itzschiene, in particular via the adapter element, to transfer at least 80%, preferably 100% of the inertia forces of the freight container into the seat rail and thereby prevent load transfer from the freight container via the transfer device to the cabin floor or to less than 20% of the
  • a complete and uninterrupted logistics chain can be guaranteed through this configuration. It is particularly advantageous that the transported goods preferably do not have to be reloaded during the transport chain, but can remain in the freight container from the sender to the recipient.
  • FIG. 2 shows a schematic illustration of an exemplary embodiment of the freight container according to the second aspect in a transport position in a side view
  • FIG. 3 shows a schematic illustration of an exemplary embodiment of the freight container according to the second aspect in a transport position in a perspective view
  • 4 shows a schematic representation of an exemplary embodiment of two freight containers arranged next to one another in a transport position in a front view
  • FIG. 5 shows a schematic representation of an exemplary embodiment of two freight containers arranged next to one another in a transport position in a perspective view
  • FIG. 6 shows a schematic representation of an exemplary embodiment of three freight containers arranged next to one another in a transport position in a top view
  • FIG. 7 shows a schematic representation of an exemplary embodiment of three freight containers arranged next to one another in a transport position in a perspective view
  • FIG. 8 shows a schematic representation of an exemplary anchoring mechanism in the transport position
  • FIG. 9 shows a schematic representation of an exemplary anchoring mechanism in the transport position
  • FIG. 10 shows a schematic illustration of a further exemplary embodiment of the freight container in a side view 11 shows a method sequence for positioning, jacking up and locking the freight container according to a first jacking mechanism
  • FIG. 12 shows a method sequence for positioning, jacking up and locking the freight container according to a second jacking mechanism
  • FIG. 13 shows a method sequence for jacking up and locking the freight container into position according to a third jacking mechanism
  • FIG. 14 shows a schematic illustration of an exemplary embodiment of the freight container according to the first aspect in a perspective view
  • 15 shows a schematic illustration of an exemplary embodiment of the freight container according to the first aspect in a perspective view
  • FIG. 16 shows a schematic representation of the embodiment of the freight container shown in FIG. 14 according to the first aspect in a perspective view;
  • FIG. 17 shows a schematic representation of the embodiment of the freight container shown in FIG. 15 according to the first aspect in a perspective view;
  • FIG. 18 shows a schematic illustration of an exemplary embodiment of a profile rail of a freight container according to the first aspect in a perspective view
  • FIG. 19 shows a schematic illustration of a section of an exemplary embodiment of a freight container system
  • FIG. 20 shows a schematic illustration of an exemplary rail system of a freight container system in a perspective view
  • 21A shows a schematic illustration of an exemplary adapter element of a freight container system in a perspective view
  • 21B shows a detailed view from the schematic representation of an exemplary adapter element of a freight container system according to FIG. 21A;
  • FIG. 22 shows a schematic illustration of an exemplary adapter element and profile rails of a freight container system in a perspective view
  • FIG. 23 shows a schematic representation of part of an exemplary adapter element of a freight container system in a perspective view
  • 24 shows a schematic illustration of an exemplary adapter element of a freight container system in a perspective view
  • 25 shows a schematic illustration of an exemplary adapter element of a freight container system in a perspective view
  • 26 shows a schematic representation of an exemplary adapter element of a freight container system and profile rails arranged thereon in a perspective view
  • 27 shows a schematic illustration of an exemplary adapter element of a freight container system and a freight container positioned thereon in a perspective view
  • FIG. 28 shows a schematic representation of an exemplary adapter element of a freight container system and a freight container pushed onto the adapter element in a perspective view;
  • FIG. 29 shows a schematic representation of an exemplary adapter element of a freight container system and a freight container pushed onto the adapter element in a perspective view;
  • FIG. 30 shows a schematic illustration of an exemplary adapter element of a freight container system and a freight container pushed onto the adapter element in a sectional illustration;
  • 31A, B show a schematic representation of an exemplary embodiment of an adapter element with an exemplary locking unit;
  • FIG. 32 shows a schematic illustration of an exemplary embodiment of an adapter element with an exemplary locking unit
  • FIG. 33 shows a schematic illustration of an exemplary embodiment of an adapter element with an exemplary locking unit.
  • FIGS. 1 to 13 essentially show embodiment variants according to the second aspect or further aspects which refer in particular to the second aspect.
  • FIGS. 1-13 show freight containers 1 or 1 'or 1 "which are designed for converting a passenger seat arrangement of a means of transport. In the examples shown in FIGS 1 ′′ arranged, for example, in a passenger cabin 2 of an aircraft.
  • the freight containers 1 or 1 'or 1 each comprise a freight unit 10 or 10' with a floor element 11, a top side 12 or 12 'or 12", end faces 13a.b or 13a', b 'or 13 a' ', b' 'and longitudinal sides 14a, b, which define the interior of the container for receiving goods to be transported.
  • the freight container 1 or T or 1 ′′ furthermore comprises a transfer device which is designed to support the freight unit on a cabin floor 3 in a transfer position.
  • the transfer position the freight container 1 or 1 ′ or 1 ′′ can move over the cabin floor 3 can be moved. This can preferably be done independently by hand and / or without any further aids.
  • the transfer device is designed as a roller unit with rotatable individual rollers 21 or 2T or 21 ′′.
  • the individual rollers 21 or 21 ′ or 21 ′′ are each arranged in a region of a corner of the floor element 11. As a result, the load can be optimally distributed and particularly simple movement of the freight container 1 or 1 'or 1 "in the transfer position can be guaranteed.
  • the freight containers 1 or 1 'or 1 "shown in the figures also show a fastening device which is arranged on the floor element 11 or 11' or 11" on a bottom side facing away from the container interior Figures exemplary
  • the fastening device shown comprises square bars 30 with recesses.
  • two square bars 30 are provided for each freight container 1 or 1 'or 1 ′′, which are arranged essentially parallel to one another and at a distance from one another (see, for example, FIG. 9)
  • the edge 11a of the base element 11, which adjoins the longitudinal side 14a or 14b, is arranged.
  • the recesses are embodied, for example, as pockets 31 and 3T.
  • two spaced-apart pockets 31 and 31 ' are formed on each end side of the square bar 30.
  • a total of two locking units 50 or 50' or 50 can be inserted into the pockets 31 at the ends per freight container or 31 "can be provided for anchoring the freight container 1 in a seat rail 40 or 40 '.
  • the locking unit 50 or 50' or 50" can each be in a first or in a second pocket on the respective end side of the square rod 30 are locked.
  • the freight container 1 or 1 'or 1 can be arranged and anchored on different seat rails 40.
  • a total of four locking units 50 can thus be provided per freight container 1 or 1' or 1" in order to secure it on the seat rail 40 or 40 'to anchor.
  • the locking unit 50 or 50 ′ or 50 ′′ can be arranged on the square bar 30 particularly easily.
  • this embodiment enables four locking units 50 to be provided for each individually positioned freight container 1 or 1 'or 1 ", but six locking units 50 are sufficient to lock two freight containers 1 or 1' or 1" arranged next to one another (See, for example, FIG. 4).
  • This configuration results in a modular overall system, so that any number of freight containers 1 or 1 'or 1 "can be arranged next to one another, combined with one another and locked.
  • the freight containers shown in FIGS. 1-7 each have a beveled construction, which is characterized by a rear end face 13b in a curved cross-sectional shape 60.
  • the rear end face 13b here has two edges 61, 62 which define the curved cross-sectional shape 60.
  • the long side 14a has a hexagonal configuration. According to this embodiment, the top side 12 to the front side 13a on the front side and the bottom element 11 to the front side 13a on the front side and the bottom element 11 to the two long sides 14a, b and the top side 12 to the two long sides 14a, b are arranged at right angles .
  • An angle ⁇ between the base element 11 and the rear end face 13b and an angle ⁇ between the top side 12 and the rear end face 13b are greater than 90 °.
  • the angle ⁇ between the top side 12 and the rear end face 13b can be approximately 115 °.
  • the angle ⁇ between the base element 11 and the rear end face 13b can be, for example, approximately 130 °.
  • the angle ⁇ between the base element 11 and the rear face 13b and / or the angle ⁇ between the top face 12 and the rear face 13b can be approximately 90 °.
  • the angle a between the floor element 11 and the rear end face 13b and the angle between the floor element 11 and the end face 13a on the front side of the freight container 1 are designed at right angles.
  • the angle ⁇ between the top side 12 and the rear end face 13b is greater than 90 °.
  • this angle can be approximately 111 °.
  • the angle between the longitudinal sides 14a and the floor element 11 or between the longitudinal sides and the ceiling side 12 is also rectangular.
  • the longitudinal sides 14a (14b not shown) are designed in the manner of a pentagon.
  • the rear end face 13b has an edge 61 which defines a curved cross-sectional shape 60.
  • FIGS 2, 3 and 7 show, for example, a particularly good adaptation to a curved aircraft fuselage.
  • an additional frame profile 71 is provided, which extends from the base element 11 to the ceiling side 12 on the longitudinal side 14a or 14b. In this way, forces can be reliably dissipated via the frame structure.
  • the top side 12 or 12 'or 12 ", the end face 13b or 13b' or 13b" and the longitudinal sides 14a, b are in particular designed as flat plates in the exemplary embodiments shown. For example, however, these could also be replaced by nets, tarpaulins or other materials for securing the goods to be transported in the container interior.
  • the end face 13a or 13a ′ or 13a ′′ on the front side of the freight container 1 includes in the examples shown a kind of tarpaulin that can be opened. As a result, a closable opening 15, 15 ′, 15 ′′ is arranged on the front of the freight container 1.
  • the seat rail 40 or 40 ′ is integrated into the cabin floor 3.
  • Seat rails 40 arranged in pairs and parallel to one another are shown in each case.
  • the seat rails 40 are designed here to anchor passenger seat units, that is to say for example individual passenger seats and / or passenger benches, and to transfer the load in order to protect the cabin floor 3.
  • the passenger seat units can be removed from the seat rail 40 or 40' and exchanged for at least one freight container 1 or 1 'or 1 ".
  • the individual rollers 21 or 21 'or 21' ' are still in contact with the ground in the example shown. In this position, the freight container 1 or 1 'can no longer be moved over the cabin floor 3, but the load cannot be completely transferred either.
  • the individual rollers 21 or 21 'or 21 "can be relaxed in the example shown, so that less than 20% of the weight of the freight container is transmitted to the floor via the individual rollers 21 or 21' or 21". In particular, however, the freight container can also be jacked up in order to achieve the load transfer.
  • FIGS. 3, 5, 7, 8 and 9 show the freight container positioned on the seat rail and jacked up in the transport position.
  • the individual rollers 21 or 21 'or 21'' are free-floating, that is, without contact with the cabin floor 3.
  • FIGS. 2, 3, 4, 5, 6, 7 and 8 each show freight containers 1 and 1, respectively 'or 1 ", which are anchored on the seat rail 40 or 40'.
  • locking units 50 are provided which engage positively in the pockets 31 or 3T of the square rods 30 in order to thereby secure the freight container 1 or 1 'or . 1 ′′ on the seat rail 40 or 40 '.
  • the locking units 50 each have a hook 51 or 52 which can engage in the pocket 31 or 31 '.
  • the locking unit 50 or 50 'or 50'' is also designed to be anchored in the seat rail 40 or 40'.
  • the locking unit 50 or 50 'or 50'' has two hooks 51 or 51, 52 or 52', which extend in opposite directions (cf., for example, FIG. 8).
  • a locking unit 50 or 50 'or 50 "can lock two freight containers 1 or 1' or 1" arranged next to one another on the seat rail 40 or 40 '.
  • a total of six locking units 50 for example, can be provided around two freight containers 1 or 1 'or 1 "to be locked on the seat rail (cf. Fig. 4, 5).
  • 6, 7 show examples of the arrangement with a total of three freight containers 1, 1 ', 1 ".
  • a total of eight locking units 50 are required in particular to securely attach the freight containers 1, 1', 1" to the seat rail 40 or the seat rail .40 'to anchor.
  • a spacer 80 is provided in particular.
  • the spacer 80 can be a form-fitting connection between them the floor element 11 or 11 'or 11 "and the seat rail 40 or 40'.
  • the spacer 80 can in the transport position, ie in the position in which the spacer 80 is positively connected to the floor element 11 or 11 'or 11' 'and the seat rail 40 or 40', at least 80%, preferably 100% of the weight of the freight container 1 is transferred to the seat rail 40 or 40 ' Transfer device with the individual rollers 11 prevented or reduced to less than 20% of the weight of the freight container 1.
  • the spacer 80 can be designed to be moved from the transport position into the transfer position in order to allow a transfer of the freight container 1 over the cabin floor 3 or another floor.
  • a total of four spacers 80, 80 ', 80 ", 80"' are provided, these being arranged essentially parallel to and spaced from one another and form-locking with the seat rail 40 or 40 ' are connected for load transfer.
  • the spacers 80, 80 ′, 80 ′′, 80 ′′ ′′ are arranged on the square bar 30 and are designed to be rotated in order to jack up the freight container 1.
  • the freight container 1 also comprises a foot lever 81 and a mechanical connection 82 between the spacer 80, 80 ', 80 ", 80"' and the foot lever 81 be effected.
  • This configuration is relevant It is advantageous that a staff can bring the freight container 1 particularly easily from the transfer position into the transport position and from the transport position into the transfer position.
  • the spacer can be designed as an additional element that can be arranged between the floor element 11 or 1 T or 11 ′′ and the seat rail 40 or 40 ′ in order to then lower the freight container 1 and thereby jack it up.
  • the spacer can also be integrated on the seat rail 40 or 40 'and enable the freight container 1 to be jacked up by lowering it.
  • 11, 12 and 13 show different mechanisms for jacking up and locking the container on the seat rail.
  • the fastening devices are designed differently and accordingly enable either a lifting mechanism or a lowering mechanism.
  • the freight container can initially be placed on the seat rail in a first step 111.
  • the freight container can be locked to the seat rail.
  • the lifting of the freight container for jacking up by lowering the spacer can take place in the third step 113.
  • a further freight container can be positioned, locked and raised next to the already positioned locked and raised freight container.
  • Figures 12 and 13 each show a lowering mechanism.
  • the freight container can be placed on the seat rail in the first step 121.
  • the freight container can be lowered by lifting the transfer device for jacking up on a spacer integrated in the seat rail or on a spacer arranged in the seat rail.
  • the freight container is locked to the seat rail in the third step 123.
  • a further freight container can be positioned next to it, lowered and locked.
  • the freight container can be placed on the seat rail in the first step 131.
  • the freight container can be locked on the seat rail.
  • Positioning and locking others Freight container can take place in the third step 133.
  • the spacer can be arranged on the base element, this having an unchangeable height both in the transfer position and in the transport position.
  • an additional spacer that can be arranged between the floor element and the seat rail can also be used.
  • the freight container can be lowered to jack it up by lifting the transfer device.
  • FIGS. 14 to 33 essentially show exemplary embodiments of the first aspect or further aspects which refer in particular to the first aspect.
  • these figures relate to the first aspect, the third aspect, the fourth aspect, the fifth aspect, the seventh aspect and / or the ninth aspect.
  • FIGS. 14 and 15 each show a freight container 200 or 200 'which is designed to convert a passenger seat arrangement of a means of transport.
  • the freight container 200 or 200 ' comprises a freight unit 210 or 210' with a floor element 211 or 211 ', a top side 212 or 212', end faces 213a. b and 213a, b 'and
  • the freight container 200 or 200 ′ furthermore comprises a transfer device which is designed to support the freight unit on a cabin floor in a transfer position. In the transfer position, the freight container 200 or 200 'can be moved over the cabin floor. This can preferably be done independently by hand and / or without further aids.
  • the transfer device is designed as a roller unit with rotatable individual rollers 221 or 221 '. The individual rollers 221 and 221 'are each arranged in a region of a corner of the floor element 211 or 21 1'. As a result, the load can be optimally distributed and particularly simple movement of the freight container 200 or 200 'in the transfer position can be ensured.
  • the freight container 200 or 200 ' also comprises a bottom-side fastening device, not shown in FIGS. 14 and 15, which is arranged on the bottom element 211 or 211' on a bottom side facing away from the container interior.
  • the fastening device can, for example, also be arranged on a frame structure.
  • the freight containers 200 and 200 'shown in FIGS. 14 and 15 each have a beveled construction, which is provided by a rear end face 213b and 213b' in FIG 'is characterized in a tapered cross-sectional shape.
  • the cross-sectional shape can also be essentially curved, in particular comprising at least two or more edges that define the curved cross-sectional shape.
  • the tapered cross-sectional shape can preferably be understood as a curved cross-sectional shape.
  • the rear end face 213b or 213b ' here has an edge 261 or 261' which defines the beveled cross-sectional shape.
  • the longitudinal side 214a or 214a ' has a pentagonal configuration.
  • the top side 212 or 212 ' is on the front side 213a or 213a' on the front side and the bottom element 211 or 211 'is on the front side 213a or 213a' on the front side and the bottom element 211 or 211 'to the two long sides 214a, b or 214a, b', the top side 212 or 212 'to the two long sides 214a, b or 214a, b' and the bottom element 211 or 211 'to the end face 213a or 213a 'Arranged at right angles.
  • An angle ⁇ or ⁇ 'between the top side 212 or 212' and the rear end face 213b or 213b ' is greater than 90 °.
  • the angle ⁇ or ⁇ 'can also be approximately 90 °, for example.
  • the external geometry can be adapted particularly well to an internal geometry of a passenger cabin, in particular to a curved aircraft fuselage.
  • a frame structure 270 or 270 ' each having a side surface, i.e. at least the longitudinal sides 214a, b or 214a, b', the end faces 213a, b or 213a, b 'and the top side 212 and 212 ', respectively.
  • an additional frame profile could be provided that extends from the base element to the ceiling side, in particular on the longitudinal side, in order to be able to reliably dissipate forces via the frame structure.
  • the top side 212 or 212 ', the front side 213b or 213b' and the longitudinal sides 214a, b or 214a, b ' are designed in particular as flat plates in the exemplary embodiments shown.
  • these could also be replaced by nets, tarpaulins or other materials for securing the goods to be transported in the interior of the container.
  • the end face 213a or 213a 'on the front side of the freight container 200 or 200' comprises a door 215 or 215 'which can be opened.
  • the closable opening can in particular also be configured as an alternative.
  • the end face 213a or 213a 'can comprise a tarpaulin which closes the opening.
  • handles 216, 216 'in the form of loops are arranged on the freight unit 210 or 210'.
  • a personnel can move the freight container 200 or 200 'over the cabin floor in a particularly simple manner, in particular pulling and / or pushing and / or aligning it.
  • FIGS. 14 and 15 show a particularly advantageous embodiment.
  • the freight containers 200 and 200 'shown in FIGS. 14 and 15 differ in particular in that the freight container 200' shown in FIG. 15 is designed as a refrigerated container with a refrigeration unit as a freight unit 210 '.
  • the freight unit 210 ' here comprises a cooling compartment in the interior of the container (cf. 230' in FIG. 17), which is accessible from the outside via a flap 231 '.
  • the cooling compartment is arranged in the upper area of the interior of the container. For example, dry ice can be stored in the cooling compartment in order to enable cooling.
  • the freight unit 210 ′ can preferably comprise a temperature monitoring unit which is designed to monitor and / or record and / or calibrate a temperature in the container interior. In this way, in particular, a uniform temperature in the entire interior of the container can be guaranteed and changes monitored.
  • the bottom element 21 1 ', the top side 212', the longitudinal sides 214a, b 'and the end sides 213a, b' are designed to be insulating and have a corresponding thickness, i.e. wall thickness, suitable for the insulation (see FIG 17).
  • FIG. 16 shows the freight container 200 described above for FIG. 14 with the door 215 in an open state.
  • Several intermediate floors 217 are arranged in the container interior in order to subdivide the container interior and to be able to load it as efficiently as possible.
  • the intermediate floors 217 have ventilation holes 218. In this way, an advantageous pressure and / or temperature distribution in the interior of the container can be guaranteed.
  • FIG. 17 shows the freight container 200 'described above for FIG. 15 with the door 215' in an open state.
  • the shown cooling compartment 230 ' is accessible via the flap 231' arranged in the door 215 '.
  • the cooling compartment 230 ' is arranged in the upper area of the interior of the container.
  • dry ice can be stored in the cooling compartment in order to enable cooling.
  • a fan can be arranged in or on the cooling compartment 230 'in the container interior in order to enable active and / or passive cooling of the container interior.
  • FIG. 17 shows that the wall elements of the freight unit 210 ′ are made thicker than the wall elements of the freight unit of the freight container 200 shown in FIG. In this way, insulation can be guaranteed by the wall elements.
  • FIG. 18 shows the above-mentioned floor-side fastening device in the form of a profile rail 250.
  • the profile rail 250 can be arranged on the floor element of a freight unit or the frame structure of a freight unit.
  • the profile rail 250 can preferably be preinstalled on a freight unit in order to be able to bring the freight container into engagement particularly easily and quickly with an adapter element.
  • receptacles 251 for fastening means can be provided in the profile rail 250 in order to mechanically fasten the profile rail to the floor element.
  • two profile rails 250 arranged essentially parallel to one another and spaced apart from one another can be arranged on the floor element.
  • the profile rails 250 can in this case be arranged on the floor element, aligned essentially orthogonally to a longitudinal axis of the floor element (cf. FIGS. 26, 27).
  • a particularly advantageous arrangement of the freight containers in a passenger cabin can thereby be achieved.
  • the profile rail 250 has a C-profile 252.
  • alternative profiles are also possible, provided they are designed to be brought into engagement with the adapter element and / or at least partially to enclose the adapter element and / or to be at least partially encompassed by the adapter element.
  • the C-profile 252 defines a channel 253 extending in the longitudinal direction of the profile rail.
  • the channel 253 is designed to be brought into engagement with the adapter element and, in particular, to receive sliding rollers arranged on the adapter element in order to allow a movement of the freight container in the transport position in travel directions defined by the seat rails.
  • the profile rail 250 shown in FIG. 18 can, as shown for example in FIG. 19, be designed to be brought into engagement with the adapter element by sliding the freight container over the cabin floor by sliding the freight container onto the adapter element.
  • the profile rail 250 is designed to enable a lifting mechanism by sliding the freight container onto the adapter element.
  • the profile rail 250 has a guide edge 254 facing the floor element of the freight container.
  • the guide edge 254 has a sloping course in the direction of the base element on the end sides 255a, b.
  • a distance between the floor element and the guide edge 254 can decrease in the direction of the end sides 255a, b in order to allow the freight container to be pushed onto the adapter element and the freight container to be lifted by the pushing-on.
  • FIG. 18 shows the profile rail 250 without the freight unit and in particular without the floor element.
  • the receptacles 251 face the floor element in an installed state.
  • the design of the channel 253 can ensure that the freight container can be moved along the adapter element and in particular along several adapter elements arranged one behind the other.
  • the profile rail 250 is accordingly designed to anchor the freight container in a fixed position on the adapter element in at least two spatial orientations.
  • the profile rail 250 comprises a web 258 which delimits the channel 253 and defines the profile together with the guide edge 254.
  • the web 258 has a projection 258a surrounding the vertical locking recess 256, a beveled edge 257 forming the transition between the web 258 and the projection 258a.
  • a bolt mounted movably, in particular resiliently, on the adapter element can be moved from a rest position by moving the freight container in a direction of travel with the application of force and inserted into the vertical locking recess 256.
  • FIG. 19 shows an exemplary excerpt from a freight container system.
  • an adapter element 290 is attached to a seat rail 240 which is arranged on the cabin floor 201.
  • the freight container 200 here comprises the transfer device with several individual rollers 221 for supporting the freight unit on the cabin floor 201 during the transfer of the cargo container 200 over this cabin floor 201 in the transfer position. As shown here, the freight container 200 can be moved over the cabin floor 201 and aligned with the adapter element 290 in order to be able to be pushed onto it.
  • the fastening device on the bottom is arranged on the bottom element of the freight container 200 and is designed essentially as described above for FIG.
  • the beveled leading edge 254 is formed to a
  • the adapter element 290 To facilitate pushing the freight container 200 onto the adapter element 290 and to enable a lifting mechanism so that at least 80%, preferably 100%, of the inertial forces of the freight container 200 can be transmitted via the adapter element 290 into the seat rails 240 and thereby load transfer from the Freight container 200 prevented by the individual rollers 221 on the cabin floor 201 or can be reduced to less than 20% of the inertia forces of the freight container 200.
  • the sliding rollers 291 of the adapter element 290 can be introduced into the channel 253, so that the freight container 200 can be moved along the directions of travel, that is, along the adapter element 290 and thus along the seat rails 240 can.
  • FIG. 20 shows a cabin floor 201 with two seat rails 240, essentially parallel to one another and spaced apart from one another, for anchoring passenger seats.
  • the passenger seats are removed from the seat rails 240.
  • several adapter elements 290 arranged one behind the other are anchored on the seat rails 240.
  • the adapter elements 290 are arranged at a distance from one another and form a rail system.
  • a freight container 200 can be transported via its transfer device via the cabin floor 201 to a first adapter element 290 of this rail system in order to be pushed onto this first adapter element 290 and thus brought into engagement with the adapter element 290.
  • the rail system is designed to move the freight container 200 pushed onto the first adapter element 290 along defined travel directions, that is, along the seat rails 240, and to bring it into an end position in order to be locked in the end position.
  • the adapter element 290 By means of the adapter element 290, the freight container 200 can be brought into engagement with different seat rails 240.
  • the adapter element 290 can the seat rails 240 can be adapted or selected as a function of the seat rails 240.
  • FIGS. 21A to 22 each show an additional locking mechanism for the fixed locking of the freight container on the adapter element 290.
  • FIG 290 to be moved in the direction of the cabin floor and to be received in a substantially vertical locking recess arranged on the fastening device and / or the floor element.
  • the resiliently mounted web 310 is shown in a detailed view.
  • the spring-mounted web 310 can move downwards from the rest position in the direction of the cabin floor be pressed.
  • the resiliently mounted web 310 can engage in an undercut 259 of the profile rail 250.
  • Web 310 can be received in a substantially vertical locking recess arranged on the fastening device and / or the base element.
  • a process can be blocked and / or made more difficult at least in one direction of travel.
  • a movement in the defined movement directions with the application of force can still be possible.
  • an actuation element in particular a foot lever and / or a handwheel and / or a button and / or a slide, and a mechanical connection between the actuation element and the at least one movable, in particular resiliently mounted web 310 can be provided , with which a movable, in particular resilient, mounting of the web 310 can be blocked and / or released when the actuating element is actuated.
  • the profile rail 250 shown and described in FIG. 21B can, for example, be an additional profile rail and, in addition to the profile rails described above, be part of the fastening device.
  • profile rails 250 which are brought into engagement with the adapter element 290 and are fixedly locked or at least fixed on the adapter element by means of a spring-mounted bolt 301 are shown without a freight container.
  • the profile rails 250 are usually attached to the freight unit of a freight container as described above. For the sake of clarity, the freight container has not been shown in FIG.
  • the profile rails 250 have a C-profile.
  • the C-profile defines a channel 253 extending in the longitudinal direction of the profile rail.
  • the profile rails 250 are brought into engagement with the adapter element 290 in such a way that the sliding rollers 291 are inserted into the channel 253.
  • the freight container can be moved in the directions of movement defined by the adapter element until the profile rails 250 are locked and / or fixed in place on the adapter element 290, in particular blocking a movement without additional effort , will.
  • the profile rail 250 comprises a web 258 which delimits the channel 253 and which, together with the guide edge 254, defines the profile of the profile rail 250.
  • the web 258 has a projection 258a surrounding the vertical locking recess 256, a beveled edge 257 forming the transition between the web 258 and the projection 258a.
  • a bolt mounted movably, in particular resiliently, on the adapter element, as described below can be moved from a rest position by moving the freight container in a direction of travel with the application of force and inserted into the vertical locking recess 256.
  • FIGS. 23 to 30 individual method steps for arranging a freight container or for installing a freight container system are shown. In a first step shown in FIG.
  • a rail interface in the form of a frame 292 is placed on the seat rails 240.
  • the rail interface 292 can be selected or adapted to the configuration of the seat rails 240.
  • the rail interface in the form of the frame 292 can be arranged and fastened on the seat rails 240 in such a way that a transmission of force into the seat rails 240 is made possible.
  • fastening units are provided at the corners of the frame, which enable both fastening and transmission of force to the seat rails 240.
  • the guide rails 293 each have a plurality of sliding rollers 291 arranged in rows, which enable a freight container 200 pushed onto the adapter element 290 to be moved in the directions of movement.
  • the adapter element 290 comprising the rail interface 292 and the guide rails 293, also comprises a quick-release fastener, which is designed to fasten a freight container to the adapter element in a form-fitting manner.
  • the quick-release fastener comprises a movably, in particular resiliently mounted, bolt 301 which is arranged on the guide rails 293 and which can be moved in the direction of the cabin floor 201 and which is received in a substantially vertical locking recess 256 arranged on the profile rail 250 can be.
  • the adapter element 290 comprising the rail interface 292 and the guide rails 293 arranged on the rail interface 292, is shown.
  • the guide rails 293 are here fixedly attached to the rail interface 292.
  • the guide rails 293 are connected to one another by means of struts. In this way, on the one hand, a defined distance between the guide rails 293 can be ensured and, at the same time, the stability of the adapter element 290 can be increased.
  • a previously described rail system can be installed by arranging a plurality of such adapter elements 290 one behind the other.
  • FIGS. After the adapter element 290 has been installed on the seat rails 240, as shown in FIGS.
  • the profile rails 250 are essentially designed as described above. This configuration makes it easier for the freight container to be pushed open, and by introducing the sliding rollers 291 into the channel 253, a movement in the defined directions of movement can be made possible.
  • FIG. 28 and FIG. 29 the freight container 200 is shown in a transport position.
  • the freight container 200 In the transport position, the freight container 200 is pushed onto the adapter element 290 in such a way that the freight container 200 is raised compared to the transfer position, so that at least 80%, preferably 100%, of the inertia forces of the freight container 200 via the adapter element 290 into the seat rails 240 can be transferred.
  • a load transfer from the freight container 200 via the individual rollers 221 is prevented or reduced to less than 20% of the inertia forces of the freight container 200.
  • the individual rollers 221 are preferably not in contact with the cabin floor 201.
  • the freight container 200 has been pushed completely onto the adapter element 290 and brought into an end position. In this end position, the freight container 200 can be locked in place on the adapter element 290.
  • FIG. 30 shows a sectional illustration of an installed freight container system.
  • an adapter element 290 is attached to seat rails 240 which are arranged in the cabin floor 201.
  • the freight container 200 is pushed onto this adapter element 290 and locked in an end position.
  • the individual rollers 221 are free from contact with the cabin floor 201.
  • the inertial forces of the freight container 200 are transmitted to the seat rails 240 via the adapter element 290.
  • FIGS. 31 to 33 show various locking mechanisms which enable the profile rails and thus the freight container to be locked in place on the adapter element 290.
  • the locking units 400, 500, 600 shown represent different quick-release fasteners which are designed to enable positive and / or non-positive locking and can, for example, also be combined in different ways.
  • FIGS. 31 A and 31 B show a first locking unit 400 with a spring-mounted web 401 arranged on the adapter element 290.
  • a total of two spring-mounted webs 401 are integrated in the first locking unit 400.
  • the web 401 By sliding a freight container onto the adapter element 230, the web 401 can be moved in the direction of the cabin floor and received in an essentially vertical locking recess arranged on the profile rail of the freight container.
  • the resiliently mounted web 401 is connected to an actuating element 403 designed as a hand lever or foot lever via a mechanical connection 402. With the aid of the actuating element 403, a positive locking between the freight container, in particular the fastening device, and the adapter element can be brought about and / or released.
  • the detailed view of the first locking unit 403 shown in FIG. 31B shows the resilient mounting of the web 401.
  • the web 401 can be brought from an active position to a deactivated position and vice versa.
  • a movement of the resiliently mounted web 401 in the direction of the cabin floor is preferably still permitted.
  • the movement of the web 402 in the direction of the cabin floor is made more difficult by the pretensioning of the spring 404. In this way, adapter elements can be loaded in particular in spite of their active position.
  • the freight unit preferably the floor element and / or the fastening device and / or a profile rail can have a geometry which presses the spring-mounted web 401 downwards when the freight container is pushed onto the adapter element.
  • the web 401 can, by means of the spring 404, be in an undercut of the profile rail designed for this purpose and / or in one on the fastening device and / or the floor element arranged essentially vertical locking recess are pressed.
  • a process can be blocked at least in a defined direction of travel.
  • FIG. 32 shows a second locking unit 500 with a total of four locking cams 501 mounted so as to be movable in the vertical direction. In particular, however, only a single locking cam, two locking cams or several locking cams can also be provided.
  • the adapter element 290 has an actuation element 503 in the form of a handwheel or a foot lever and a mechanical connection 502 between the actuation element 503 and the locking cam 501.
  • the locking cams 501 can be moved by rotation from an active position to a deactivated position and vice versa.
  • actuating element 503 a positive locking between the freight container, in particular the fastening device, and the adapter element 290 can be brought about and / or released.
  • the freight container and in particular the profile rails of the fastening device of the freight container can be pushed onto the adapter element 290.
  • the freight container can be moved in the defined travel directions 290.
  • the locking cams 501 can be brought into the activated position by actuating the actuating element 503, i.e. rotated so that a longitudinal axis of the locking cams 503 extends essentially vertically and the locking cams 503 form-fit into a corresponding locking recess on the fastening device , in particular the profile rail and / or the freight unit, in particular the floor element, engages.
  • a movement can be blocked at least in a defined direction of movement.
  • the locking cams 503 can be rotated again into a deactivated position in order to release the freight container and to enable a movement in the defined movement directions.
  • FIG. 33 shows two profile rails 250 locked in place on the adapter element 290.
  • the adapter element 290 comprises a third locking unit 600 with a total of two locking pegs 601 mounted so as to be movable essentially in the horizontal direction.
  • the profile rails 250 each include an essentially horizontal locking recess 605 extending through them, in which the locking pins 601 of the adapter element 209 are received in the active position shown.
  • the freight container can be anchored to the adapter element 290 in a stationary manner in all three spatial orientations.
  • the adapter element 290 has an actuating element in the form of a handle 603a and a mechanical connection 602 between the handle 603a and the locking pin 601. According to the variant embodiment shown here, a total of two such actuation elements, each with a mechanical connection 602, are provided. One of these actuating elements has a stopper 604 in addition to the handle 603a. In particular, the locking pins 601 can be moved essentially horizontally from an active position into a deactivated position and vice versa. Thus, with the aid of the actuating element, a positive locking between the freight container, in particular the fastening device, and the adapter element 290 can be brought about and / or released.
  • the stopper 604 can be snapped into a receptacle 606 in order to achieve pre-tension / tension on the hand cable.
  • the freight container and in particular the profile rails of the fastening device of the freight container can be pushed onto the adapter element 290.
  • the freight container can be moved in the defined travel directions 290.
  • the locking pegs 601 can be brought into the activated position by actuating the actuating element, so that the locking pegs 601 extend through the locking recesses 605 of the profile rail 290 and into a corresponding recess 606 in the guide rail 293. In this way, a form-fitting locking can be achieved and thus a movement in the defined movement directions can be blocked.
  • the locking pins 603a By actuating the actuating element, the locking pins 603a can be moved back into a deactivated position in order to release the freight container and to enable a movement in the defined directions of movement. To do this, the stopper can be removed to release the manual pull and thereby release the pre-tension. By releasing the preload, the locking pins can be retracted in the horizontal direction.
  • a hand lever can also be provided as the actuating element 603.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Fittings On The Vehicle Exterior For Carrying Loads, And Devices For Holding Or Mounting Articles (AREA)
  • Warehouses Or Storage Devices (AREA)

Abstract

Conteneur à fret destiné au transport de fret aérien dans une chaîne de transport porte-à-porte ininterrompue et à la transformation d'un ensemble siège passager, comprenant une unité de fret, un équipement de transfert et un dispositif de fixation côté plancher permettant de soutenir l'unité de fret sur un élément adaptateur qui peut être disposé sur des rails de siège dans ou sur le plancher de cabine aux fins d'ancrage d'unités de siège passager, le dispositif de fixation étant conçu pour transmettre au moins 80 %, de préférence 100 % des forces inertielles du conteneur à fret dans les rails de siège par l'intermédiaire de l'adaptateur et ainsi d'empêcher tout transfert de charge du conteneur à fret au plancher de cabine par l'intermédiaire de l'équipement de transfert, voire de réduire à 20 % maximum les forces inertielles du conteneur à fret.
PCT/EP2021/063545 2020-05-20 2021-05-20 Conteneur à fret pour une chaîne de transport ininterrompue destinée à un fret aérien et système de conteneurs à fret WO2021234122A1 (fr)

Applications Claiming Priority (2)

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DE202020102904.5 2020-05-20
DE202020102904.5U DE202020102904U1 (de) 2020-05-20 2020-05-20 Frachtcontainer für eine ununterbrochene Transportkette für Kabinenfracht und Passagiersitzanordnung in einer Passagierkabine

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WO2021234122A1 true WO2021234122A1 (fr) 2021-11-25

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DE102021121028B4 (de) 2021-08-12 2023-04-27 Lear Corporation Frachtvorrichtung
NL2031674B1 (en) 2022-04-22 2023-11-07 Johannes Cornelis Baron Van Asbeck Henrik Means to transport air-cargo on board passenger aircraft in the cabin

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US20030223838A1 (en) * 2002-05-28 2003-12-04 Robert Looker Air transport modular container system
EP2939920A1 (fr) * 2014-04-29 2015-11-04 Airbus Operations GmbH Agencement de panneau de plancher déployable pour zone de cabine d'aéronef
DE102016105503A1 (de) * 2016-03-23 2017-09-28 Airbus Operations Gmbh System zum Aufnehmen von Fracht oder Passagieren in einem Fahrzeug sowie ein Fahrzeug mit einem derartigen System
DE102018005889A1 (de) * 2018-07-26 2020-01-30 Airbus Operations Gmbh Mobiler Abfallsammelbehälter und Abfallentsorgungssystem in einem Flugzeug

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US1581689A (en) 1923-07-06 1926-04-20 Perin Walsh Company Parcel delivery
US4747504A (en) 1986-06-05 1988-05-31 Airborne Express, Inc. Aircraft cargo container
US5090639A (en) 1989-10-26 1992-02-25 United Parcel Service General Services Co. Cargo-carrying system for passenger aircraft
US6616103B2 (en) 2000-11-17 2003-09-09 Louis Marrero Cargo container apparatus, cargo container and methods of loading cargo
DE102004050874A1 (de) 2004-10-18 2006-04-20 Dokasch Gmbh Aluminiumverarbeitung Air Cargo Equipment + Repair Transportbehälter, insbesondere für Luftfracht

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US20030223838A1 (en) * 2002-05-28 2003-12-04 Robert Looker Air transport modular container system
EP2939920A1 (fr) * 2014-04-29 2015-11-04 Airbus Operations GmbH Agencement de panneau de plancher déployable pour zone de cabine d'aéronef
DE102016105503A1 (de) * 2016-03-23 2017-09-28 Airbus Operations Gmbh System zum Aufnehmen von Fracht oder Passagieren in einem Fahrzeug sowie ein Fahrzeug mit einem derartigen System
DE102018005889A1 (de) * 2018-07-26 2020-01-30 Airbus Operations Gmbh Mobiler Abfallsammelbehälter und Abfallentsorgungssystem in einem Flugzeug

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