EP4278140A1

EP4278140A1 - Transport container

Info

Publication number: EP4278140A1
Application number: EP22700256.5A
Authority: EP
Inventors: Nico Ros
Original assignee: REP IP AG
Current assignee: REP IP AG
Priority date: 2021-01-15
Filing date: 2022-01-13
Publication date: 2023-11-22
Also published as: CN116783437A; US20240077244A1; CA3203681A1; WO2022153200A1; AT524696A1

Abstract

The invention relates to a transport container for transporting temperature-sensitive goods to be transported, the transport container having a container wall which surrounds an interior for receiving the goods to be transported and has a plurality of walls adjoining one another at an angle, the container wall having an opening for loading and unloading the interior that can be closed by means of a door device, and the container wall enclosing the interior on all sides with the exception of the opening. In the transport container, the container wall consists of a layered structure comprising, from outside to inside: a first insulation layer (2); optionally a second insulation layer (3); and an energy distribution layer (6) which delimits the interior and is made of a material having a thermal conductivity of > 100 W/(m.K). In the interior, at least one coolant container (7) for receiving a coolant is arranged on and/or fastened to at least one wall, in particular a top wall.

Description

transport container

The invention relates to a transport container for transporting temperature-sensitive goods to be transported, having a container wall surrounding an interior for receiving the goods to be transported, with a plurality of walls adjoining one another at an angle, the container wall having an opening for loading and unloading the interior, which can be closed by means of a door device , and wherein the container wall encloses the interior on all sides with the exception of the opening.

When transporting temperature-sensitive goods, such as pharmaceuticals, over a period of several days, specified temperature ranges must be observed during storage and transport in order to ensure the usability and safety of the goods to be transported. Temperature ranges from -60°C to -80°C are specified as storage and transport conditions for various medicines and vaccines.

To ensure that the desired temperature range of the goods to be transported is permanently and verifiably maintained during transport, transport containers, such as air freight containers, are used with special insulating properties. The technical implementation of transport containers for the temperature range -60°C to -80°C usually takes place with insulated containers in combination with a coolant. Layered wall structures made of standard insulating material such as EPS, PIR or XPS as well as high-performance insulation such as vacuum panels (VIP) are used for the insulation. Dry ice (solid CO2) is used as a coolant, which is ideal for this temperature range due to the sublimation temperature of approx. -78.5°C. In addition, an energy quantity of 571.1 kJ/kg is required for the phase transition from solid to gaseous (sublimation), which, compared to commercially available phase change material in a similar temperature range («200 kJ/kg), enables a very high cooling effect at a low weight. Another advantage of dry ice is the residue-free dissolution. All you have to do is ensure that the gaseous carbon dioxide flows off safely, which at normal pressure and a temperature of 0°C takes up around 760 times the volume of dry ice. For air transport, there are usually maximum sublimation rates or dry ice quantities per flight, which must not be exceeded. Minimizing the amount of dry ice used per kg of goods to be transported therefore has a direct effect on the total quantity of goods to be transported per flight.

There are different approaches for positioning the dry ice inside the transport container. In one variant, the dry ice is placed on or within the transported goods. The advantage of this procedure is that the temperature of the goods is very constant at around -78°C. A disadvantage is that a large amount of dry ice must be used in order to achieve even coverage of the cargo and to fill in the gaps. Another disadvantage is that the amount of dry ice required depends on the goods being transported and the packaging. In addition, the running time of the transport container with asymmetrical heat input is due to a local temperature deviation limited . The rest of the dry ice remains effectively unused.

In a further variant, the dry ice is placed in disc form around the goods on all sides as well as at the top and bottom of the transport container. The advantage here is the even temperature distribution. However, if an asymmetrical heat input occurs (e.g. due to solar radiation from above), the running time of the entire transport container is also limited here by the point at which the dry ice first completely sublimates. Some of the dry ice remains unused on the sides with less heat input. However, in order to achieve the desired running time, a large quantity of dry ice is required, with only a certain proportion actually being required. Furthermore, with regard to the manual handling, it is complex to introduce the dry ice on all sides, as well as above and below, in the transport container before each transport. In addition, it is not readily possible to extend the service life of the transport container by replacing the dry ice, since the container must be completely disassembled for this purpose.

Another problem with the use of dry ice is that the inner walls of the transport container are usually made of plastic or cardboard, so that heat is only distributed in the interior through the transported goods themselves and via natural convection in the interior. The flow of heat through the transported goods is given by the average thermal conductivity of the goods and the packaging and cannot be guaranteed. The transported goods must therefore have a certain distance from the side walls, the rear wall and the floor, so that the Air circulation is not impeded and an even temperature distribution can be achieved through natural convection. This has the disadvantage that the entire interior cannot be used for the goods to be transported.

With the present invention, a transport container for the temperature range - 60 ° C to - 80 ° C should be provided, which has the following properties. The dry ice brought in should be used as efficiently as possible. This means that at the end of the service life, which is defined by the point in time when the first temperature deviation exceeds -60°C in the interior, the largest possible proportion of the dry ice should have sublimated. Due to the limitations on the permitted amount of dry ice in air transport, this is decisive for the possible total amount of transported goods per flight.

It should also be possible to use the entire interior of the transport container for the transport goods. No gaps or shafts should be needed for air circulation. The introduction of the dry ice into the transport container before transport should be as simple as possible. After transport, it should also be possible to extend the service life by replacing the dry ice without having to disassemble the transport container or remove the transported goods.

The structure and the materials used should withstand the low temperatures, be able to absorb the mechanical forces caused by thermal stresses and loads during transport and at the same time be as light as possible. To solve this problem, the invention essentially provides for a transport container of the type mentioned at the outset that the container wall consists of a layered structure, comprising from the outside to the inside: a first insulation layer, optionally a second insulation layer and an energy distribution layer delimiting the interior space and made of one Material with a thermal conductivity of> 100 W / (m. K), and that in the interior at least one wall, in particular an upper wall, at least one coolant container for receiving a coolant is arranged and / or attached.

The combination of a coolant container arranged and/or fastened on at least one wall in the interior space for holding a coolant, such as e.g. B. Dry ice , with an energy distribution layer limiting the interior , an ef fi cient heat distribution is achieved over the entire inner shell , so that the amount of coolant can be minimized . Because of the heat distribution, it is sufficient here to arrange the coolant on just one wall. However, it is also conceivable to provide the coolant on two or more walls. The highly thermally conductive inner shell enables the dry ice to be used very efficiently, with heat input being conducted to the coolant at any position in the transport container and being absorbed there, so that an asymmetric heat input is compensated and one-sided sublimation of the dry ice is avoided. The amount of coolant can be selected in such a way that the coolant is almost completely used up at the end of the running time. The at least one coolant container or its holder is preferably directly in thermally conductive connection with the energy distribution layer, the thermally conductive connection preferably having a thermal conductivity of >100 W/(m·K).

The energy distribution layer delimiting the interior is preferably in direct contact with the interior, so that direct heat transfer between the interior and the energy distribution layer is ensured.

Since no convection is required for heat distribution over the entire interior volume, the interior space can be used entirely for the payload. No air gaps or shafts are needed to maintain air circulation.

The highly efficient use of dry ice through internal heat distribution in combination with a two-layer insulation of the container wall results in a service life of more than 100-140 hours at an average outside temperature of 30 °C with a dry ice quantity of 80-120 kg and a payload volume of 1 to 1 , 5 m ³ with an external volume of 2-4 m ³ . This is a significant improvement by a factor of 2 to 20 compared to conventional solutions. A payload volume of 1 to 1.5 m ³ per RKN aircraft position can be achieved, or 4 transport containers can be loaded on a PMC pallet with a total payload volume of 4x1.5 m ³ or 6m ³ can be arranged.

As for the layer structure of the container wall betri f ft, it is preferably provided that the first insulation layer, the any existing second insulation layer and the

Energy distribution layer lie directly on top of each other.

The first insulation layer, the second insulation layer that may be present and the energy distribution layer preferably enclose the interior on all sides and without interruption, with the exception of the opening. The energy distribution layer completely surrounds the interior with the exception of the opening, i.e. each wall of the container wall includes the energy distribution layer as the innermost layer, with the energy distribution layers of all walls being thermally conductively connected to one another in the adjoining edges and corners, i.e. by means of a connection that has a thermal conductivity of > 100 W/ (m.K) .

Preferably, the door device also consists of the layer structure that is used for the container wall. In particular, the door device consists of a layer structure, comprising from the outside inwards: a first insulation layer, optionally a second insulation layer and an energy distribution layer delimiting the interior space and made of a material with a thermal conductivity of >100 W/(m.K).

For sufficient heat distribution, a thermal conductivity of the energy distribution layer of at least 100 W/(mK) is specified. The higher the thermal conductivity selected for the energy distribution layer, the more efficiently the coolant is used. According to a preferred embodiment, it can be provided that the thermal conductivity of the energy distribution layer of the container wall and/or the door device is at least 140 W/(m.K), more preferably at least 180 W/(m.K). The energy distribution layer of the container wall and/or the door device can consist, for example, of aluminum, of graphite or of a graphite composite material, in particular of graphite plates coated on both sides with carbon-fibre-reinforced plastic. Such materials also lead to a mechanical reinforcement of the container wall at a low weight.

In the case of aluminium, 0.5-5 mm thick aluminum plates can be used, which have a thermal conductivity of around 150 W/(m.K), whereby local heat inputs are distributed over the inner shell and an even temperature distribution is established in the interior. The joints of the individual aluminum panels at the sides and corners can be reinforced with rivets so that they can withstand the forces generated by thermal stresses.

If the energy distribution layer is made of carbon-graphite composite panels, for example, composite panels can consist of a 0.2-1 mm thick graphite core, which is laminated on both sides with 0.2-2 mm thick panels made of carbon fiber reinforced plastic (CFRP). . Since graphite has thermal conductivities of up to 400 W/(m.K) depending on its density, similar or higher average thermal conductivities can be achieved with carbon-graphite composite panels than with comparable aluminum panels. In addition, CFRP has a better ratio between mechanical strength and weight than aluminum, which enables weight savings. Another advantage of the carbon-graphite composite panels is the low coefficient of thermal expansion from CFRP. Typical values in the direction of the fibers are «CFK = 0.6 - 10~ ⁶ K ^-1 . To compare the coefficient of thermal expansion with a common one

Aluminum alloy : «EN-AW 5754 = 23 .8 - 10~ ⁶ K ^-1 . This reduces thermal stresses and the resulting mechanical stresses on the inner shell.

In a particularly preferred manner, the at least one coolant container is designed as a drawer, which can be pulled out and retracted in a drawer guide out of the interior and into the interior. Such a design allows for extremely easy handling, in which the coolant is filled in or can be renewed without disassembling the transport container or the transported goods must be removed. The service life of the transport container can be extended as required by topping up the coolant.

preferred or have the drawer (s) such dimensions that the entire surface of a wall of the container wall is covered.

The at least one coolant container, in particular the drawer(s) and the drawer guide, which is attached to at least one wall, preferably also consists of a highly thermally conductive material, so that the heat introduced is distributed evenly over the coolant. It is preferably provided here that the at least one coolant container is made of a material with a thermal conductivity of >100 W/(m·K), preferably

>140 W/(m.K), in particular >180 W/(m.K) consists, for example, of aluminum, of graphite or of a graphite composite material, in particular of both sides with carbon fiber reinforced plastic coated graphite plates.

The thermal insulation of the transport container is achieved by a first and possibly a second insulation layer. The construction of the container wall with at least two layers of insulation makes it possible to optimize each layer of insulation with regard to its respective insulation function. One of the insulation layers, in particular the first, outer insulation layer, is preferably designed in order to minimize the heat transfer into the interior space that takes place via thermal radiation. The other insulation layer, in particular the second, inner insulation layer, can be designed in order to minimize the heat transfer into the interior that takes place via solid-state heat conduction.

The first insulating layer can preferably have a thermal conductivity of 4 to 300 mW/(m.K) and the second insulating layer can have a thermal conductivity of 1 to 30 mW/(m.K), the first insulating layer preferably having a higher thermal conductivity than the second insulating layer.

This can result in a U-value for the transport container of 0.1-0.2 W/m ² K, which corresponds to a very low heat input compared to the transport containers customary in the industry.

With regard to the execution of one of the insulation layers, preferably the first insulation layer, as a barrier against heat radiation, this can be a heat-reflecting coated carrier material have, such as a substrate provided with a metal coating. The heat-reflecting coating is preferably formed by a metallic, in particular gas-tight coating, preferably a coating with an emissivity of <0.5, preferably <0.2, particularly preferably <0.04, such as an aluminum coating. It is preferably provided that said insulation layer comprises a multi-layer structure made of honeycombed deep-drawn plastic foils, which is provided on both sides with a heat-reflecting coating, in particular made of aluminum. An advantageous embodiment results when the insulation layer mentioned has a multiplicity of, in particular, honeycomb-shaped hollow chambers, with a honeycomb structure element according to WO 2011/032299 A1 being particularly advantageous. Alternatively, said insulation layer can consist of a conventional porous insulation material, such as polyurethane, polyisocyanurate or expanded polystyrene. Said insulating layer preferably has a thickness of 60-80 mm.

With regard to the design of the other insulation layer, preferably the second insulation layer, as a barrier against solid-state heat conduction, this can preferably be designed as vacuum thermal insulation and preferably have or consist of vacuum insulation panels.

The second insulation layer preferably has a thickness of 30-50 mm.

Preferably, the vacuum insulation panels have a porous

Core material as a support body for what is present inside vacuum and a gas-tight shell surrounding the core material, the core material preferably consisting of an aerogel, open-pore polyurethane or open-pore polyisocyanurate. The advantage of these core materials compared to conventional pyrogenic silica is their lower density, which means that weight can be saved compared to conventional vacuum panels. The density of airgel is z. B. in the range of 80-140 kg/m ³ , pyrogenic silica usually having a density of 160-240 kg/m ³ . This with similar thermal conductivity properties in the range of 2-6 mW/(m . K) .

Alternatively, the last-mentioned insulation layer can have an outer wall, an inner wall spaced therefrom and a vacuum chamber formed between the outer and inner wall, the vacuum chamber being formed as a continuous vacuum chamber surrounding the interior on all sides with the exception of the opening. This insulating layer of the container wall is therefore designed as a double-walled vacuum container which surrounds the interior on all sides with the exception of the container opening. In contrast to the use of conventional vacuum panels, the insulation therefore does not consist of individual vacuum elements that have to be assembled to form a shell, but encompasses all sides of the transport container in one part, with the exception of the opening. Since a continuous vacuum chamber is formed between the inner and outer wall of the insulation layer, which surrounds the interior on all sides with the exception of the opening, connection points between the separate vacuum panels that would otherwise be required and the associated thermal bridges can be avoided. The double-walled design of the insulation layer is also self-supporting, so that this also has a stabilizing function in addition to insulation. As a result, load-bearing structural parts can be saved.

The term "vacuum chamber" means that the space between the inner and outer wall of the insulation layer is evacuated in order to achieve thermal insulation by reducing or preventing the heat conduction of the gas molecules through the vacuum. The air pressure in the vacuum chamber is preferably 0.001 -0.1 mbar.

It is preferably provided here that the outer and the inner wall consist of a metal sheet, in particular of high-grade steel, aluminum or titanium, and preferably have a thickness of 0.01 to 1 mm. On the one hand, this ensures the necessary stability and, on the other hand, the gas-tight design of the walls. In such an embodiment, the inner wall of the insulation layer, if it is arranged as the second insulation layer, can simultaneously form the energy distribution layer.

In order to be able to withstand the compressive forces of the surrounding air without having to make the outer and inner walls excessively thick, the outer and inner walls are preferably connected by a large number of spacers, which are preferably made of a plastic with a thermal conductivity of <0.35 W/ (mK) exist, such as polyetheretherketone or aramid. The spacers ensure the desired distance between the outer and inner walls, so that the cavity in between, ie the vacuum chamber, remains. Since the spacers form thermal bridges, it is advantageous train them from a material with the lowest possible thermal conductivity.

In order to further increase the thermal insulation performance of the insulating layer, a preferred further development provides for a plurality of insulating films lying one above the other at a distance to be arranged in the vacuum chamber, the film plane of which runs essentially parallel to the plane of the outer and inner wall. In particular, the insulation films are in stacked form, with a film stack preferably being arranged in each wall of the container wall, which stack essentially extends over the entire wall. The insulation foils are preferably arranged in such a way that they surround the interior on all sides with the exception of the opening.

The insulating films are preferably arranged in such a way that between the inner surface facing the vacuum chamber, the outer or a distance (protective space) remains between the inner wall and the film stack, so that the film stack is not compressed by any deformation of the walls. In addition, the distance offers space for constructive stabilization of the spacers and makes vacuuming easier.

A further preferred embodiment provides that the insulation films are kept spaced apart from one another by flat spacer elements, the flat spacer elements preferably being formed by a textile fabric, in particular a polyester fleece. In particular, the insulation foils can be designed as metal-coated or metallized plastic foils. Such insulation foils are also referred to as super insulation foils. The metal coating consists of aluminum, for example.

The overall efficiency of the insulation of the transport container naturally also depends on the thermal insulation properties of the door device that closes the opening in the interior. As already mentioned, the door device can consist of a layered structure that corresponds to the layered structure of the container wall and, from the outside inwards, a first insulating layer, a second insulating layer and an energy distribution layer delimiting the interior space and made of a material with a thermal conductivity of >100 W/( m .K) includes .

A particularly preferred embodiment provides that the door device comprises at least one inner door panel and at least one outer door panel. In particular, the door leaves are pivoting doors that are attached to the transport container by means of a hinge. The formation of at least one outer and at least one inner door leaf creates a two-layer construction in which the at least one outer door leaf preferably forms the first insulation layer of the door device and the at least one inner door leaf forms the second insulation layer of the door device, with the properties and the construction of the first and second insulating layers based on those described above in connection with the insulating layers the functions and properties described for the container wall.

The at least one outer door panel and the at least one inner door panel can preferably be opened and closed separately and independently of one another. The double-walled structure of the door device means that at an interior temperature of -60°C to -80°C, a temperature of around 0°C (between -20°C and 8°C) is set on the outside of the at least one inner door leaf . This makes it possible to open the inner door leaf manually during operation (i.e. without the risk of cold burns). This effect is preferably achieved in that the at least one inner door leaf has a higher insulating capacity (1 to 30 mW/(m.K)) than the at least one outer door leaf (4 to 300 mW/(m.K)).

A preferred embodiment provides that the door device comprises a single outer door leaf and two inner door leaves to form an inner double door.

The construction of the door device from at least one outer and at least one inner door leaf also allows the coolant to be renewed when the at least one inner door leaf is in the closed state, ie to refill the coolant tank. For this purpose, it is preferably provided that the at least one inner door panel is arranged in order to keep the coolant tank accessible via the open outer door panel in the closed state of the at least one inner door panel. With this version, the inner door leaf or the inner double door can be made smaller, for example, so that the coolant tank or tanks can be opened or opened when the inner door is closed. be able . If the coolant container is designed as a drawer, it can be pulled out of its holder when the inner door is closed. This has the advantage that the service life of the transport container can be extended as required by replacing the coolant. The inner double door does not have to be opened and the transported goods not removed.

From a structural point of view, the at least one coolant container can be kept accessible when the inner door panel is closed by the coolant container having an access section arranged in the opening in the container wall and the at least one inner door panel in its closed state on the side facing the access section with the access section works together to seal the interior. The design can be such, for example, that the inner door leaf is essentially flush with a front side of the access section. The access section is that section or that side of the coolant tank through which or which the coolant tank must be accessible for topping up the coolant. In the case of a drawer, for example, it is the front of the drawer that is gripped in order to pull the drawer out of the interior of the transport container.

To be optimal in the area of the access section

Ensuring thermal insulation is preferably provided, that the coolant tank has vacuum thermal insulation on the front side facing the opening of the tank wall.

When transporting transport containers by air freight, transport containers must allow pressure equalization between the interior of the transport container and the pressurized cabin of the aircraft, especially since the cabin pressure prevailing in the passenger cabin and in the cargo hold is set lower than the ambient air pressure during take-off and landing. For pressure equalization, transport containers are usually equipped with a valve or a door seal which, when a predetermined differential pressure between the environment and the container chamber is exceeded, allows an air flow from the container chamber to the outside (during ascent) or from the outside into the container chamber (during descent). . In the latter case, however, warm ambient air gets into the container interior with the air flow, which has a significantly colder temperature than the surroundings, so that the dew point can be undershot and water from the air can condense. The occurrence of condensate in the container chamber is undesirable because it adversely affects the transported goods.

In order to avoid condensation in the interior of the transport container, it is preferably provided that at least one inner peripheral seal is provided between the at least one inner door panel and the opening in the container wall and at least one outer peripheral seal is provided between the at least one outer door panel and the opening in the container wall are, and that a buffer space between the at least one inner door leaf and the at least one outer door leaf is arranged. This measure is based on the idea of cooling the air entering from the environment due to pressure equalization before it reaches the interior of the transport container. For this purpose, a buffer space is created, which is formed between the outer and inner circumferential seal and into which the ambient air flows before it possibly. got into the interior. The double-walled door structure consisting of an inner and outer door leaf, together with the inside temperature of - 60 to - 80 °C, as described above, ensures that the temperature on the outside of the inner door leaf is around 0 °C, so that the space between the outer and the inner door panel trained buffer space is cooled. Due to the pre-cooling of the ambient air in the buffer space, drying also takes place, with any condensate occurring along the flow path of the air upstream of the interior and in particular in the buffer space, but not in the interior itself.

At the same time, it must be taken into account that in the case of dry ice, when the same is consumed, CC^ gas is produced, which should escape from the interior. The inner and the outer seal therefore preferably each comprise at least one sealing element which can be displaced by the pressure difference and which opens a gas passage from the inside to the outside when a predetermined pressure difference is exceeded.

The formation of CC^ gas in the interior can also compensate for pressure equalization during descent, in which an air flow from the outside into the container chamber (during descent) would otherwise occur. This increases the risk of a Air intake and humidity are further reduced compared to using a non-sublimating coolant.

The inner peripheral seal can be designed in such a way that it allows the CC ^ gas that is produced to flow out, but at the same time largely prevents warm ambient air from flowing in. Together with the outer circumferential seal, a labyrinth is created which, on the one hand, allows the CC^ gas that is produced to flow out, and, on the other hand, ensures that the moisture of the incoming air outside on the at least one inner door leaf, which has a temperature of around 0 ° C ( between -20 ° C and 8 ° C ) , condenses . This prevents the humidity from penetrating into the interior and the associated formation of ice.

A preferred embodiment of the thermal insulation provides that the at least one inner door leaf comprises an inner aluminum shell and an outer aluminum shell and between the inner and outer aluminum shell for their thermal decoupling a vacuum thermal insulation, preferably vacuum insulation boards, is arranged or. are . For example, 30-50 mm thick vacuum insulation panels can be used. The inner and outer aluminum shell can be held together with connecting elements made of poorly heat-conducting, cold-resistant plastic (e.g. PEEK).

The outer door leaf can be covered with a 60-80 mm thick, multi-layer aluminum coated on both sides Structure made of honeycombed deep-drawn PET foils.

The insulation of the outer door leaf can be further improved by installing additional vacuum panels or partially replacing the existing insulation with vacuum panels. This reduces the heat input through the outer door leaf and therefore has an advantageous effect on the transit time of the transport container.

The transport container or the container wall can be designed in various geometric shapes, in which a plurality of walls adjoining one another at an angle are provided. It is preferably a cuboid transport container which has six walls, of which the container wall forms five walls and the door device forms the sixth wall.

The transport container according to the invention is preferably designed as an air freight container and therefore preferably has external dimensions of at least 0.4x0.4x0.4 m, preferably 0.4x0.4x0.4 m to 1.6x1.6x1.6 m, preferably 1.0x1.0x1, 0 m to 1.6x1, 6x1.6 m, on.

The first insulation layer of the container wall preferably forms the outer surface of the transport container, so that no further layers or elements are attached to the outer wall. Alternatively, a further thermal insulation layer can be arranged on the outside of the first insulation layer or a layer which the Transport containers against mechanical influences and

protects against damage.

Dry ice is preferably used as the coolant. However, other phase change materials are also possible. Common phase change materials based on paraffin or salt hydrates or other materials with high enthalpy are suitable as coolants. The target temperature that can be reached in the interior of the transport container depends on the selection of the coolant and is not limited to specific temperature ranges within the scope of the present invention. The transport container can therefore not only be operated in a range from - 60 to - 80 ° C, but z. B. also in a range from -25 to -15 ° C .

In order to be able to detect any damage to the transport container, it is preferably provided that at least one temperature sensor is arranged in the interior, specifically at least one temperature sensor in each case preferably on each side of the transport container. The performance of the insulation can be continuously monitored on the basis of the measured values of the at least one temperature sensor. In addition, a sensor can be attached which measures the ambient temperature, it being possible for the insulation performance of the container wall to be continuously calculated from the temperature difference profile of the at least one temperature sensor arranged in the interior and the outside temperature sensor. This data can be continuously transmitted to a central database by means of wireless data transmission means, so that the functionality of the transport container can be monitored and ensured globally. The invention is explained in more detail below with reference to exemplary embodiments shown schematically in the drawing. 1 shows a perspective view of a cuboid transport container according to the invention, FIG. 2 shows a longitudinal section of the transport container according to FIG. 1 with closed doors and filled coolant drawers, FIG Variant, FIG. 4 shows a detailed view in the area of the door device of a second variant, FIG. 5 shows a front view in partial section of the second variant, and FIG. 6 shows a detailed view of a coolant drawer.

In Fig. 1 a cuboid transport container 1 is shown, the container wall surrounds an interior on all sides with the exception of an opening. The container wall includes two side walls, a rear wall, a floor and a ceiling.

The container wall consists of multilayer insulation 2 and 3, an inner double door 4, an outer door 5, an energy distribution layer 6 forming the inner shell, drawers 7 with dry ice and a drawer guide 8, which are attached to the energy distribution layer 6 of the ceiling.

As can be seen in the sectional view of FIG. 2, the insulation consists of an outer, first insulation layer 2 and an inner, second insulation layer 3. The first insulation layer is, for example, 60-80 mm thick and consists of a multi-layer and Structure made of honeycomb deep-drawn PET foils coated on both sides with aluminium. This achieves an insulating capacity of the first insulation layer of 4 to 300 mW/(mK). The second insulation layer 3 is 30-50 mm thick and consists of high-performance insulation, such as vacuum insulation panels (VIP) or aerogel, which achieves an insulation performance of 1 to 30 mW/(mK).

In the area of the front opening of the transport container, the inner double door 4 can be assigned to the inner, second insulation layer 3 and the outer door 5 to the outer, first insulation layer 2 . As shown in FIG. 3, the inner double door 4 consists of an inner 13 and an outer aluminum half-shell 14, with the inner and outer shell being thermally decoupled. The decoupling is achieved with an internal insulation 3 made of a 30-50 mm thick high-performance insulation, such as vacuum panels, and connecting elements made of poorly heat-conducting, cold-resistant plastic 12 (e.g. PEEK). The outer door 5 is insulated with a 60-80 mm thick, multi-layer structure made of honeycombed deep-drawn PET foils and coated on both sides with aluminum. The combination of high insulation performance of the inner double door 4 (1 to 30 mW/ (m.K) ) and medium insulation performance of the outer door 5 (4 to 300 mW/ (m.K) ) results in an interior temperature of -60°C to -80°C on the outside of the inner double door 4 a temperature around 0°C (between -20°C and 8°C). This makes it possible to open the inner double door 4 by hand during operation (without the risk of cold burns).

On the edge of the inner door 4 there is a seal 11 which prevents the resulting CO2 gas from flowing out allows, but at the same time largely prevents the inflow of warm ambient air. There are also seals 10 on the outer door, so that together with the inner door seal 11, a labyrinth is created which, on the one hand, allows the CCh gas that is produced to escape and, on the other hand, ensures that the moisture from the incoming air escapes on the outside of the inner double door 4, which a temperature around 0°C (between -20°C and 8°C), condenses. This prevents the humidity from penetrating into the interior and the associated formation of ice.

The energy distribution layer 6 consists, for example, of 0.5-5 mm thick aluminum plates. These have a thermal conductivity of around 150 W/(m.K), which means that local heat input is distributed over the inner shell and the temperature in the interior is evenly distributed. The joints of the individual aluminum panels on the sides and corners are reinforced with rivets so that they can withstand the forces generated by thermal stresses.

The drawers 7 and the drawer guides 8, which are attached to the top of the inner shell 6, also consist of 0.5-5 mm thick aluminum plates with a thermal conductivity of 150 W/(m.K). The dry ice 9 is placed directly in the drawers.

A modified embodiment is shown in FIGS. 4 and 5, with the left half in FIG. 5 being a front view of the transport container with the inner double door 4 closed and the outer door 5 open, and the right half being a cross section through the transport container with drawers shows . In the modified embodiment shown here, the inner double door 4 is made smaller, so that the drawers 7 can be opened when the inner double door 4 is closed. In addition, the outside of the dry ice drawers 7 is insulated by 30-50 mm thick vacuum panels 17 . This has the advantage that the service life of the transport container can be extended as required by replacing the dry ice. The inner double door does not have to be opened and the transported goods not removed.

In addition, in this variant, the insulation of the outer door 5 is improved in that additional vacuum panels 16 are introduced or the existing insulation 15 is partially replaced by vacuum panels. This reduces the heat input through the front door and therefore has a beneficial effect on the running time of the transport container.

Claims

27 patent claims :

1. Transport container for transporting temperature-sensitive goods to be transported, having a container wall surrounding an interior space for receiving the goods being transported, with a plurality of walls adjoining one another at an angle, the container wall having an opening for loading and unloading the interior space, which can be closed by means of a door device, and the container wall enclosing the interior on all sides with the exception of the opening, characterized in that the container wall consists of a layered structure comprising from the outside to the inside: a first insulation layer (2), optionally a second insulation layer (3) and an energy distribution layer ( 6) made of a material with a thermal conductivity of > 100 W/(m.K), and that at least one coolant container (7) for holding a coolant is arranged and/or attached in the interior on at least one wall, in particular an upper wall.

2. Transport container according to claim 1, characterized in that the door device consists of a layer structure, comprising from the outside to the inside: a first insulation layer (2), optionally a second insulation layer (3) and an energy distribution layer (6) delimiting the interior space and made of one material with a thermal conductivity of > 100 W/ (m.K) .

3. Transport container according to claim 1 or 2, characterized in that the at least one coolant container (7) is designed as a drawer in a Drawer slide (8) is guided out of the interior and into the interior and retractable.

4. Transport container according to claim 1, 2 or 3, characterized in that the first insulating layer (2) has a thermal conductivity of 4 to 300 mW / (m.K) and the second insulating layer (3) has a thermal conductivity of 1 to

30 mW/(m.K), the first insulating layer (2) preferably having a higher thermal conductivity than the second insulating layer (3).

5. Transport container according to one of claims 1 to 4, characterized in that the first (2) or the second insulation layer (3) comprises a multi-layer structure made of honeycombed deep-drawn plastic foils, which is provided on both sides with a heat-reflecting coating, in particular made of aluminum , or made of a porous insulating material such as polyurethane, polyisocyanurate or expanded polystyrene.

6. Transport container according to one of claims 1 to 5, characterized in that the first or the second insulation layer (3) is designed as a vacuum thermal insulation and preferably has vacuum insulation panels or consists of these.

7. Transport container according to claim 6, characterized in that the vacuum insulation panels have a porous core material as a support body for the vacuum present inside and a gas-tight envelope surrounding the core material, the core material preferably consisting of an airgel, open-pore polyurethane or open-pore polyisocyanurate.

8. Transport container according to one of Claims 1 to 6, characterized in that the first (2) or the second insulating layer (3) has an outer wall, an inner wall spaced therefrom and a vacuum chamber formed between the outer and inner wall, the vacuum chamber being a continuous , The interior is formed with the exception of the opening surrounding the vacuum chamber on all sides.

9. Transport container according to claim 8, characterized in that the outer wall and the inner wall are connected by a large number of spacers, which are preferably made of a plastic with a thermal conductivity of <0.35 W/(m-K), such as polyetheretherketone or aramid.

10. Transport container according to claim 8 or 9, characterized in that the inner wall forms the energy distribution layer (6).

11. Transport container according to one of claims 1 to 10, characterized in that the energy distribution layer (6) consists of aluminum, graphite or a graphite composite material, in particular of graphite plates coated on both sides with carbon fiber reinforced plastic.

12. Transport container according to one of claims 1 to 11, characterized in that the at least one coolant container (7) consists of a material with a thermal conductivity of >100 W/(m.K), preferably aluminum, graphite or a graphite

Composite material, in particular from both sides with carbon fiber reinforced plastic coated graphite plates.

13. Transport container according to one of claims 1 to 12, characterized in that the door device comprises at least one inner door panel (4) and at least one outer door panel (5).

14. Transport container according to claim 13, characterized in that the at least one outer door panel (5) forms the first insulation layer (2) of the door device and the at least one inner door panel (4) forms the second insulation layer (3) of the door device.

15. Transport container according to claim 13 or 14, characterized in that the at least one inner door panel (4) is arranged so that the coolant container (7) is accessible via the open outer door panel (5) when the at least one inner door panel (4) is closed to keep.

16. Transport container according to claim 15, characterized in that the coolant container (7) has an access section (17) arranged in the opening of the container wall and that the at least one inner door panel (4) in its closed state on the access section (17) facing Side with the access section (17) cooperates to complete the interior sealing.

17. Transport container according to one of claims 13 to 16, characterized in that at least one inner peripheral seal (11) between the at least one 31 inner door panel (4) and the opening of the container wall and at least one outer circumferential seal (10) between the at least one outer door panel (5) and the opening of the container wall, and that a buffer space between the at least one inner door panel (4) and the at least one outer door leaf (5) is arranged.

18. Transport container according to claim 17, characterized in that the inner and the outer seal (10,11) each comprise at least one sealing element which can be displaced by the pressure difference and which opens a gas passage from the inside to the outside when a predetermined pressure difference is exceeded.

19. Transport container according to one of claims 13 to 18, characterized in that the at least one inner door panel (4) comprises an inner aluminum shell (13) and an outer aluminum shell (14) and between the inner and outer aluminum shell (13, 14) for their thermal decoupling, a vacuum thermal insulation, preferably vacuum insulation panels (3), is or are arranged.

20. Transport container according to one of Claims 1 to 19, characterized in that the coolant container (7) has vacuum thermal insulation (17) on the front side facing the opening of the container wall.