Method for transporting iso containers, as well as means of transportation

Method for transporting ISO containers, as well as means of transport therefor

The invention relates to a method with which (inter) national containers, and secondarily other goods, are transported by water and land. Transport is focused on inland water.

In the current method of transporting goods, there is a clear separation between transport by water and by land. For inland waterways use is made of an inland waterway vessel, the scale of which has become increasingly larger in recent decades. Goods supplied by ship are transferred at terminals with quay cranes. The last part of the transport almost always takes place over land, often using trucks that travel on the public road to the place of destination.

From earlier practice amphibious vehicles of the navy known for landing purposes are often on the beach from the sea. Troops and goods can be brought ashore over rough terrain. The amphibious boat usually does not go beyond the beach.

Specially prepared containers are known from US 2014203534 with the intention of being used for placing goods on rough land, in particular army tanks. Here too the amphibious boat stays behind on the beach.

US 2012192779A1 and WO2004103830A2 disclose autonomously sailing boats whose hull consists of a specially prepared container. These boats have no amphibious character.

The patent literature also discloses many patents that focus on a specific aspect of an amphibious vehicle, such as special wheels for rough terrain or marsh, the combined use of wheels and screws, and the various folding of parts of a car or caravan into a vehicle. boat.

In summary, it is therefore known to transport containers in large quantities simultaneously by container ship. When transporting from door to door, the containers must therefore be transferred several times, and this between the container ship and inland vessels or trucks. This is laborious and also involves the risk of shocks and damage to the contents of individual containers. On the other hand, it is known to prepare individual containers specially, such that they can be supplied ashore individually. The disadvantage of this is that no door-to-door transport is possible, and that standard containers cannot be used for transporting individual containers.

The object of the invention is to avoid the aforementioned drawbacks when transporting individual standard containers. A further aim is to transport standard containers from door to door individually and efficiently.

This object is achieved by means of a method for transporting containers, in particular ISO containers such as 20 ft. (1 TEU), 40 ft. (2 TEEi) ISO containers, 45 ft. ISO containers and / or high cube ISO containers, comprising the steps of:

- providing an amphibious transport means which comprises floating means, land transport means, propulsion means as well as control means and possibly sensory means,

- supporting at least one ISO container with the means of transport,

- moving the means of transport over land by means of the land transport means and the propulsion means, and

- moving the transport means with supported ISO container over a water by means of the buoyancy means and the propulsion means, wherein the buoyancy of the transport means with ISO container is only provided by the buoyancy means of said transport means,

- unloading the ISO container.

With the help of the amphibious means of transport, it is possible to transport an individual standard container from door to door without overloading, even if part of the transport route takes place over water. The control means can be operated in the desired manner both on land and on the water, and can for instance comprise a rudder or directional screws as well as steerable wheels. In particular, the transport means can be driven and controlled at the location of the transition between land and water such that a gradual transition takes place between the displacement of the transport means by means of the land transport means and the propulsion means, and the displacement of the transport means over a water by means of the propellants and propulsion means.

Such a method of transporting an individual container is very efficient because of the small operations that need to be performed. The deployment of operating staff can be limited. To that end, the method may also comprise the steps of:

- providing an amphibious means of transport which also comprises loading and unloading means,

- loading a container preferably on land by the loading and unloading means,

- preferably unloading a container on land by the loading and unloading means.

The container only needs to be treated at the start and end point of the voyage, which can take place at any desired position with the aid of its own loading and unloading means, or with the aid of external loading and unloading means such as a quay crane. The loading and unloading equipment can not only be used on land, but also on water if desired.

Transport can be controlled or arranged in various ways during the journey. According to a first possibility, the method may comprise the steps of:

- providing a control post on or to the means of transport,

- driving the means of transport by a driver who is in or on the means of transport.

In such a manner of transporting the container, therefore, a driver must be permanently present, who can, however, handle the entire route from door to door, possibly alternating with other drivers. The container thus remains supported by the transport means, which increases the efficiency of the transport. The ISO container can be supported by the means of transport in many different ways. For example, the ISO container can be placed on a loading platform of the transport means, and / or be coupled to the transport means.

However, it is not always necessary to control or regulate the transport by means of a driver on board the means of transport. According to another possible embodiment, the method may comprise the steps of:

- providing remote control means,

- controlling the means of transport by a remote driver.

These two above-described embodiments of the method can optionally be combined, wherein it is both possible to control the means of transport by means of a driver on board, and it is optionally also possible to control the means of transport remotely. In this context, for example, remote control can be considered if larger journeys have to be made, while transport is provided by a driver on board near the end points of the voyage, such as in cities with complex street patterns and the like where remote control is more difficult. The remote control means may, for example, be associated with a control station at a fixed location, such as a control center from which several transports can also be controlled simultaneously.

According to yet another possibility, the transport comprises displacing the transport means in dependence on a guiding vehicle in the manner of "master / slave" control, such as a guiding vehicle in the form of at least one further transport means forming a convoy.

In addition, it is also possible to move more than two transport means, such as ten or twenty, one behind the other and / or next to each other; this can again be done by means of a driver who is on board the front means of transport, and / or by means of remote control of the front means of transport.

Furthermore, a transport method is possible which comprises the steps of:

- providing an infrastructure with beacons, such as transmitters,

- providing sensors on the means of transport,

- controlling the transport means by means of the control means on the basis of the exchange of data between the beacons or transmitters and sensors.

With such a mode of transport, the transport means can move autonomously, for example because the trajectory to be followed is recorded in advance in a software program. In that case, no driver is also required on board the means of transport, and also not at the location of a central control center.

In particular, provision can be made for the control to be carried out autonomously solely on the basis of the data exchange between beacons or transmitters and sensors.

In connection with the stability and / or propulsion optimization of the transport means in floating condition, the method may comprise the step of trimming the transport means in dependence on the position of the center of gravity of the transport means with container supported thereby, for stabilization and / or propulsion optimization of the transport means. the means of transport with container.

The invention further relates to an amphibious transport means for transporting containers, in particular ISO containers such as 20 ft. (1 TEU), 40 ft. (2 TEU), 45 ft. and / or high cube ISO containers, comprising a frame, support means on or on the frame for supporting an ISO container, floating means cooperating with the frame for providing buoyancy in a water, land transport means for providing support on a land area, propulsion means for displacement in water and on land, and control means for control in water and on land. This amphibious transport means is characterized in that the water mass to be displaced by the floating means is greater than the sum of the mass of the transport means, the mass of the container and the mass of the load in the container. After all, the water mass W which is displaced by the combination of the transport means floating in the water with the container and the load produces an upward force equal to Wg, where g represents the acceleration of gravity. The sum of the masses of the transport means T, the mass of the container C and the mass of the load L is equal to (T + C + L) g. If Wg> (T + C + L) g, the combination of means of transport, container and cargo continues to float solely by the buoyancy of the means of transport of the means of transport.

Such a transport means can be equipped with communication means for delivering data such as with regard to position and / or speed, and for receiving data, such as with regard to a route to be followed. According to a special embodiment, the control means can be designed to function fully autonomously, such as for traveling a route solely on the basis of data exchanged via the communication means with regard to a route to be followed. Part of these communication means may be the sensors discussed above, which are designed to cooperate with beacons along a route to be followed.

With the aim of making road transport possible without hindrance, the external dimensions, the axle and / or wheel load and the total mass can be adjusted to local regulations or local legal requirements regarding freight traffic.

The container can be supported in various ways by the means of transport. According to a first possible embodiment, as mentioned, a loading platform or loading space is provided for this purpose on which or in which an ISO container can be accommodated. The means of transport can then be made in one piece. According to another possible embodiment, however, the conveying means may comprise at least two conveying means parts, each comprising supporting means for supporting an ISO container separately from each other. In particular, the container can be coupled to both means of transport. The means of transport can move independently.

The invention furthermore relates, in combination, to a means of transport as described above as well as an ISO container supported thereby, wherein the buoyancy of the means of transport with respect to water is sufficient to allow ISO container and any cargo contained therein in the water, preferably remotely above the water surface of the water.

The invention describes a method for amphibiously transporting (inter) national containers, and secondarily other goods, over water and land, whereby the amphibious means of transport can in principle navigate autonomously and be loaded and unloaded. The majority of the route is covered by inland waterways. Even destinations that are located at some distance from inland water can be reached with this method without intermediate transfer.

The method introduces a logistical method using an amphibious means of transport that must meet a number of requirements. Requirements are also set for the physical infrastructure and digital IT structure along the route. These technical aspects are described in this invention.

In the new logistical method, containers and any other goods are transported by water and land with the amphibious means of transport, whereby use can also be made of the public highway. The latter does make demands on the maximum dimensions and loading of the vehicle. The preferred variant focuses on the loading of a limited number of containers per shipment, just as is the case with lorries.

The transition between water and land can be taken with an amphibious means of transport. For this purpose ramps are required which can generally be placed at port terminals. Movable slopes can also be considered here.

In the new logistical method, the amphibious means of transport must be able to travel their route autonomously, without a driver on board. IT equipment for positioning, object recognition and communication is required for this.

It is also desirable to provide route beacons. The amphibious means of transport can be controlled remotely from a central IT post. In the event of any problems or difficult parts of the route, remote control can be taken over.

The amphibious means of transport must be manoeuvrable because of the many maneuvering requirements in the water and on land as well as at the transition between water and land. These vehicles can preferably run on site. The movement system must be adjusted accordingly.

On water, the desired stability makes demands on the amphibious means of transport. Due to the relatively limited maximum dimensions, the vehicle can quickly become unstable. Moreover, containers are often not loaded symmetrically. Stability can be regulated by shifting the load or any ballast or by changing the position or size of the propellants. The horizontal location (trimming) of the amphibious vehicle in the longitudinal and transverse directions can also be controlled with these means to improve the sailing characteristics.

The amphibious means of transport can also sail in water in convoy and on land in a train. A physical link is not required for this. Through mutual communication, the vehicles can coordinate their desired position and speed. On water the vehicles can sail one after the other but also side by side. In this new logistics system, manned means of transport are not excluded. The short distance is considered here. In addition to crew directly on board, it is above all possible that the steering is taken over with the aid of a land-based carriage or a water-based guide vessel.

The new logistics system also provides for the independent loading and unloading of the cargo with its own on-board facility whereby the cargo can also be relocated in connection with stability and propulsion optimization. An elegant version concerns the integrated combination of a loading and unloading system, for ensuring stability and propulsion optimization and for the (dis) coupling of the means of transport in two parts that can each move independently.

The invention will be described in more detail below with reference to exemplary embodiments shown in the figures.

Figures 1-7 show different variants of the method and the means of transport according to the invention.

Figures 1a and 1b show an amphibious transport means 1 that can move in water 2 and on land 3, and also over the transition between water and land with the aid of fixed or movable ramp systems 4a. With two slope systems (overtoom)

4b is also a difference in water level 2a and 2b. To that end, the transport means has a propellant 5a in the water and a land transport member 5b on land. The amphibious means of transport is intended for the movement of continental or intercontinental containers 17 and other secondary goods.

Figures 2a and 2b show a propulsion system 11 for an amphibious means of transport 1 for the purpose of displacement and maneuverability of this vehicle, which can be practicable with subsystem 11a on land and with subsystem 11b in water. Examples of this are car wheels or tracks on land and screws or water jets in the water.

The amphibious transport means is manoeuvrable and can preferably rotate 360 ​​degrees about its vertical axis. The subsystems 1a and 1lb can be used for this on all sides. Each subsystem can, preferably 360 degrees, be rotatable about its own vertical axis.

Figures 2a and 2b furthermore show a drive system 12 for driving the propulsion system, which consists of subsystem 12a for the motor (s) and subsystem 12b for the power supply (s). The motor can be placed centrally per carrier part or directly at every propulsion system. For the engine, an explosion engine, electric motor or hybrid mechanism can be used. The power source may include fossil fuel and / or electrical storage and / or a fuel cell.

Figures 2c and 2d show that the separate sub-systems for land and water, respectively the land transport members and the propulsion means, can be integrated into one propulsion system 11 where as many uses as possible are made of the same components while maintaining rotatability.

Figures 3a-3i show a stability and trimming system 13 for an amphibious transport means 1 for the stability and horizontal position of the vehicle in the water, which is aimed at changing the position and magnitude of vertical upward and downward forces. To this end, this system can be implementable according to figures 3a3c as a subsystem 13a aimed at displacement and / or rotation of the load 17 or according to figures 3d-3f as a subsystem 13b aimed at adding and / or displacing ballast 17a or according to figures 3g-3i as a subsystem 13c focused on displacement, rotation or volume change of propellant 5a. The dimensions of the amphibious means of transport can, if desired, be changed in such a way that admission on public roads is possible.

Figures 4a-4c show an operating system 6a for an amphibious transport means 1 that can travel a certain route between two points without a driver on this vehicle. To this end, the vehicle may also have sensory system 6b, intended inter alia for locating its geographical position and for observing the environment of the route and for communicating with route beacons 7a in the infrastructure and with other vehicles and vessels. The amphibious means of transport can also be connected to a centrally manned control system 7 that maintains control over the logistical process and can take over the control if necessary.

Figures 5a-5c show an amphibious transport means 1 which can be moved with control system 6a and sensory system 6b from figure 4 together with one or more other amphibious transport means, in position one behind the other such as vehicle 1a or next to each other such as vehicle 1b. With the aid of control system 6a from figure 4a and sensory system 6b and centrally manned control system 7 from figure 5b, the vehicles coordinate their position and movement.

Figures 6a and 6b show an amphibious transport means 1 which a driver can have on board 8a or in the immediate vicinity 8b and thereby make use of control system 6a from figure 4. In addition, the amphibious transport means according to figures 6c and 6d can handle figures 6e and 6f respectively a manned carriage 9a or vessel 9b are coupled. This coupling can be done via sensory system 6b or a physical system 10. Human control often takes place for a short distance.

Figures 7a and 7b and 7c and 7d, respectively, show an integrated system for amphibious transport means 1 consisting of a (dis) coupling system 16 for the possible embodiment with two (or more) transport means parts 15a and 15b that can be moved separately from each other, with which also the load 17 and / or both means of transport can be repositioned relative to each other (system 13) for stability and horizontal position of the vehicle and with which the load is also independent can be loaded and unloaded (system 14). The (dis) coupling system

16 can also engage with the load and in particular (inter) continental containers, whereby this load 17 forms part of this system and provides the connection between the means of transport. The means of transport parts 15a and 15b can each be completely autonomous.