The invention relates to transport containers, and, more particularly, to intermodal transport containers that efficiently use the available space in a transportation means.
Currently in the transportation industry, wooden pallets are used to store material when shipping, and pallet racking systems are used when in storage. Because the wooden pallet has only a bottom and generally no sides, material to be transported is loaded on top of the pallet and secured using shrink wrap which is also a protection mechanism for the material. There is no known designed stacking mechanism for pallets so they are stacked only if the material loaded presents a flat enough surface to load another pallet on top it. The pallet racking systems are usually fixed inside of buildings and are not adjustable for load sizes.
In both instances described above it is not possible to maximize available space in the transportation means, such as a road, air, rail, and sea, and protect or secure the load fully.
Currently wood is used for blocking and bracing of loads inside of a shipping container. Based on the sizes and dimensions of pallets or other loaded items, wood is cut to size and placed to brace the internal load. This wood is cut to specific load configurations and usually cannot be used for the same application more than once so it is discarded when the shipping container is unloaded.
Other known intermodal containers do not provide shock dampening, self-centered stacking and maximizing of available space. Other known intermodal containers are generally very heavy which leads to problems in of itself.
Thus there is a need for an intermodal container that overcomes the above listed and other disadvantages.
The disclosed invention relates to an intermodal container comprising: a first post, the first post having a self-centering cross-section at the top of the post and the bottom of the post, and having an angle α facing towards the interior of the container and tending to maximize the volume available inside the container for transporting material; a second post, the second post having a self-centering cross-section at the top of the post and the bottom of the post, and having an angle α facing towards the interior of the container and tending to maximize the volume available inside the container for transporting material; a third post, the third post having a self-centering cross-section at the top of the post and the bottom of the post, and having an angle α facing towards the interior of the container and tending to maximize the volume available inside the container for transporting material; a fourth post, the fourth post having a self-centering cross-section at the top of the post and the bottom of the post, and having an angle α facing towards the interior of the container and tending to maximize the volume available inside the container for transporting material; a first side panel attached to two posts; a second side panel attached to two other posts; a front panel attached to two posts, the front panel comprising at least two front panel supports; a rear panel attached to two other posts, the rear panel comprising at least two rear panel supports; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to posts at a plurality of heights from the bottom of the container; where the width of the container is about 38 inches to about 52 inches, the length is about 44 inches to about 110 inches, and the height is about 28 inches to about 88 inches; a side support member attached to a post and generally located in the same plane as the first side panel, the side support member having one or more bends configured such that the side support member acts as a very stiff spring that can provide shock dampening effects and reduce vibration to the interior of the container; a front support member attached to a post, and generally located in the same plane as the front panel, the front support member having one or more bends configured such that the front support member acts as a very stiff spring that can provide shock dampening effects and reduce vibration to the interior of the container; a removable blocking and bracing member attached to the front support member; at least one tab extending from the shelf, and configured to slide into at least two of the group selected from the group consisting of the first side panel, the second side panel, the front panel, and the rear panel, thus when the tab is slid into two of the group, and the two of the group are in place in the container, the shelf cannot be removed; a slideable member slideably attached to one of the front panel supports and to an adjacent post, a hole located in the slideable member between the front panel support and the adjacent post when the slideable member is fully engaged with the front panel support and the adjacent post; a locking devices removeably attachable to the hole, and when removeably attachable to the hole, the slideable member cannot be removed from the post and the front panel support thereby locking the front panel in place with respect to the adjacent post; and where the cross-sectional area of each of the posts has more than 4 bends, where the bends are configured to provide greater strength to the posts while allowing for use of a lighter material.
The present disclosure will be better understood by those skilled in the pertinent art by referencing the accompanying drawings, where like elements are numbered alike in the several figures, in which:
The disclosed intermodal container may be an industrial strength container designed to protect and secure material during storage and transportation while generally maximizing the available space in shipping assets for road, rail, air and sea. Additional space saving may be achieved while in storage since the disclosed intermodal container is generally stackable when loaded with material and generally collapsible to a generally flat configuration when empty.
A known problem associated with shipping material is maximizing the available space in different shipping modes. The disclosed intermodal container solves this problem by not only generally maximizing space in one type of shipping mode but also being transferrable to a different mode and also maximizing that space as well, i.e. the intermodal container may occupy about 90% of the space available in a 20 foot ISO container for shipping by sea and then be transferred to an air pallet where it may occupy about 99% of the space allowed without having to change the configuration.
A second known problem associated with shipping material is protecting the material loaded inside the container. Most material is damaged during movement by the vibration of the load and motion of the material within the space it has occupied. The disclosed intermodal container has adjustable shelves and divider walls to limit the space where material is loaded and can moved due to vibration and motion of transportation. The disclosed intermodal container minimizes vibration through a shock dampening design that has been incorporated into the base of the disclosed intermodal container to reduce impact shock on the material loaded inside the disclosed intermodal container.
Another problem associated with shipping material is how to block and brace loads for ship movement. When moving material by ship the loads have to be braced preventing movement caused by momentum when traveling in water. The disclosed intermodal container may have an integrated blocking and bracing system.
Keeping the material secure is another issue. One or more design elements of the disclosed intermodal container make it impossible to access the material being transported when assembled without removing the front panels. The front panels may be secured in place with a lock in a slide bar that engages the end wall of the disclosed intermodal container.
Other issues the disclosed intermodal container can solve include the ability to carry heavy loads while maintaining a light TARE weight. The disclosed intermodal container may use a unique steel and design elements to accomplish this light TARE weight. In one embodiment, the steel may be a hot roll cold (HRCF) form steel which is high strength low alloy (HSLA); the commercial name is “DOMEX” and it is a commercial product supplied by Swedish Steel. Contact information for Swedish Steel is: SSAB AB, Klarabergsviadukten 70, D6, P.O Box 70; 101 21 Stockholm SWEDEN, Telephone: +46 8 45 45 700. The properties of Domex allow the use smaller/thinner steel with the same strength qualities as thicker standard steel. This keeps the TARE weight low and the strength high. The design elements such as bends in the steel, location of reinforcing elements, and type of steel allow for lighter materials to be used while still maintaining strength capabilities. The disclosed intermodal container also comprise design elements that make the process of stacking these containers safer by minimizing the risk of falling due to the design elements that center the disclosed intermodal containers when stacked on top of each other. The self-centering aspect of the design reduces the risk of items being stacked improperly and falling. The disclosed intermodal container also comprises bends in the corner post which allow for greater internal space which allows more material to be loaded in the disclosed intermodal container.
To solve the problem of maximizing available space, the disclosed intermodal container has been designed with dimensions in the multiple configurations around the available dimensions on transportation assets.
To solve the problem of protecting the material and equipment being transported, the disclosed intermodal container comprise adjustable shelving which can be adjusted to the sizes of the material package reducing the space around it for ancillary movement during transportation. Furthermore, for protection of material the disclosed intermodal container comprises design elements that serve as a form of shock absorbing/dampening by using a series of bends and angles incorporated into the base which reduces vibration that could damage material.
An additional element that may be incorporated into the disclosed intermodal containers are blocking and bracing mechanisms. These blocking and bracing mechanisms allow the disclosed intermodal container to be braced inside a shipping container, so that movement inside of that disclosed intermodal container which normally causes momentum which could damage material or damage the shipping container itself. The addition of blocking and bracing also provides an element where these disclosed intermodal container could also be secured to the floor if desired. In embodiments without integrated blocking and bracing, the maximizing of space reduces the amount of blocking and bracing if needed.
To reduce the overall weight of the disclosed intermodal container, the container comprises bends into elements such as corner posts to create greater strength allowing us to use lighter materials in manufacturing. In many instances there are weight limits to loads so by reducing the weight of the container while it is empty yet maintaining high strength standards it allows for more of the weight be applied to the limits from the material and not the container.
For security of the materials being shipped, the disclosed intermodal container comprises tabs and slides that prevent access inside of the container when assembled and lock. There is generally no way to get into these containers, short of using metal cutting tools, without removing the front panels.
The disclosed intermodal container has generally incorporated all of the problem solving design elements into the disclosed intermodal container itself, there is no need for additional equipment or material to solve the problems. There is no requirement for tools to assemble, disassemble or operate using our device. There is no known system that incorporates shock dampening or self centering corners for stacking in the market place.
The disclosed intermodal container is the lightest device available with the strength capabilities it possesses and this was achieved by the design elements we have incorporated to reduce the material weight for manufacturing.
The disclosed intermodal container may be made using hot rolled cold formed steel and steel mesh. Assembly parts may be laser cut to tolerance and then bent using a press break to drawing specifications. Parts may be welded together in accordance with production drawings and then hot-dip galvanized for protection from corrosion. Final assembly includes attaching hardware items and data plates. The disclosed intermodal container may then be flat-packed for delivery to the user.
Table 2 shows the models of disclosed intermodal container that incorporate the disclosed improvements and it also shows the type of shipping means they may be used for.
Table 3 shows the quantity and percentage (%) fill of each model of the disclosed intermodal container in the applicable shipping means and how each intermodal container maximize the space used in the shipping means. A certain amount of space left over is necessary for maneuvering loads and uneven ground.
Blocking and bracing material has been integrated into the intermodal container 10. Blocking and bracing materials are used for stabilizing the load while being transported in shipping containers. The integral blocking and bracing material eliminates the need for wood or separate blocking and bracing materials. Blocking and bracing can be configured to force the items being transported against the outside walls of the intermodal containers, thus stabilizing the items during movement. The blocking and bracing members may be integrated into the container 10 at both the bottom and top. In the bottom, as shown in
The shelves 14, front panel 58, and rear panel 62 may have security tabs and slide locks incorporated into them to prevent the removal of shelves and panels, thus securing the material being shipped. Shelf tabs prevent removing shelves while the front panels are in place making the item inaccessible.
This invention has many advantages. There is no requirement for tools to assemble, disassemble or operate the disclosed intermodal container. There is no other known system that incorporates shock dampening or self centering corners for stacking of the intermodal containers. The disclosed intermodal containers are the lightest containers available with the strength capabilities it possesses. Bracing and blocking members are integral to the container. The panels and shelving can be locked in place, preventing theft of the material being shipped. The intermodal containers efficiently use a great majority of the volume available in various shipping means.
It should be noted that the terms “first”, “second”, and “third”, and the like may be used herein to modify elements performing similar and/or analogous functions. These modifiers do not imply a spatial, sequential, or hierarchical order to the modified elements unless specifically stated.
While the disclosure has been described with reference to several embodiments, it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the disclosure. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the disclosure without departing from the essential scope thereof. Therefore, it is intended that the disclosure not be limited to the particular embodiments disclosed as the best mode contemplated for carrying out this disclosure, but that the disclosure will include all embodiments falling within the scope of the appended claims.