Transport container

Abstract

In a transport container for transporting temperature-sensitive transport goods, having a container wall surrounding an interior space for accommodating the transport goods, the container wall having a plurality of walls which adjoin one another at an angle, wherein the container wall has an opening for loading and unloading the interior space, which opening can be closed by means of a door device, and wherein the container wall surrounds the interior space on all sides, with the exception of the opening, the container wall is composed of a layer structure which comprises, from the outside in: a first insulation layer (2), optionally a second insulation layer (3) and an energy distribution layer (6) which delimits the interior space and is composed of a material having a thermal conductivity of > 100 W / (m.K). At least one coolant container (7) for accommodating coolant is arranged and / or fixed in the interior space at at least one wall, in particular the upper wall.

Description

Technical Field

[0001] This invention relates to a transport container for transporting temperature-sensitive goods. Sometimes also called a transport container, it has container walls that surround an internal space for accommodating transported goods. The container walls have multiple walls that are adjacent to each other at an angle. The container walls have openings for loading and unloading the internal space, which can be closed by means of door devices. The container walls surround the internal space on all sides except for the openings. Background Technology

[0002] When transporting temperature-sensitive goods (such as pharmaceuticals) over a period of several days, a predetermined temperature range must be observed during storage and transportation to ensure the availability and safety of the goods. For different pharmaceuticals and vaccines, a temperature range of -60°C to -80°C is specified as the storage and transportation condition.

[0003] To permanently and verifiably maintain the desired temperature range of transported goods during transit, transport containers with special insulation capabilities, such as air cargo containers, are used. The technical implementation of transport containers with a temperature range of -60°C to -80°C typically utilizes insulated containers combined with a coolant. For insulation, a layered wall structure is used, consisting of standard barrier materials (such as EPS, PIR, or XPS) and high-performance barrier elements (such as vacuum partitions (VIPs)).

[0004] Dry ice (solid CO2) is used as a coolant, ideally suited for this temperature range due to its sublimation temperature of approximately -78.5°C. Furthermore, the phase transition from solid to gas (sublimation) requires 571.1 kJ / kg of energy, which provides a significantly greater cooling effect at a lower weight compared to commercially available phase change materials (≈200 kJ / kg) in a similar temperature range. Another advantage of dry ice is its residue-free dissolution. Only the safe flow of gaseous carbon dioxide, which occupies approximately 760 times the volume of dry ice at atmospheric pressure and 0°C, is required. For air transport, there are typically maximum sublimation rates or amounts of dry ice that cannot be exceeded per flight. Therefore, minimizing the amount of dry ice used per kilogram of cargo directly impacts the permissible total cargo volume for each flight.

[0005] Different methods exist for positioning dry ice inside transport containers. In one variation, the dry ice is placed on or inside the transported cargo. The advantage of this approach is that the cargo temperature remains very constant at approximately -78°C. A disadvantage is that a large quantity of dry ice must be used to achieve uniform coverage of the transported goods and fill gaps. Another disadvantage is that the required amount of dry ice depends on the transported cargo and packaging. Furthermore, in cases of asymmetrical heat input, the operating time of the transport container can be limited by localized temperature deviations. Remaining dry ice is effectively left unused.

[0006] In another variation, dry ice in disc form is placed around the cargo on all sides, as well as on top and bottom, within the transport container. The advantage here is also a uniform temperature distribution. However, if asymmetrical heat input occurs (e.g., due to solar radiation from above), the overall operating time of the transport container is also limited by the location where the dry ice first fully sublimates. On the sides with less heat input, a portion of the dry ice remains unused. To still achieve the desired operating time, a large quantity of dry ice is required, of which only a certain share is effectively needed. Furthermore, from a manual operation perspective, introducing dry ice into all sides, as well as on top and bottom, of the transport container before each transport is costly. Moreover, it is not easy to extend the operating time of the transport container by replenishing the dry ice, as this would require the container to be completely disassembled.

[0007] Another problem with using dry ice is that the inner walls of transport containers are typically made of plastic or cardboard, meaning that heat distribution within the interior space occurs solely through the transported goods themselves and via natural convection. The average thermal conductivity of the transported goods and packaging is given and cannot be guaranteed. Therefore, the transported goods must have sufficient clearance relative to the side walls, rear walls, and bottom to allow for air circulation and to achieve uniform temperature distribution through natural convection. This has the disadvantage that the entire interior space cannot be used for the transported goods. Summary of the Invention

[0008] The present invention should provide a transport container for a temperature range of -60°C to -80°C, having the following characteristics: The introduced dry ice should be utilized as efficiently as possible. This means that as much of the dry ice as possible should sublimate at the end of the operating time (defined by the point in time when the first temperature deviation in the internal space exceeds -60°C). This is crucial for the total possible volume of cargo transported per flight due to the limitations on the permissible amount of dry ice in air transport.

[0009] Furthermore, it should be possible to dedicate the entire internal space of the transport container to the transported goods. No gaps or wells should be needed for air circulation. The introduction of dry ice into the transport container prior to transport should be as simple as possible. After transport, it should also be possible to extend operating time by refilling the dry ice without disassembling the transport container or removing the transported goods.

[0010] The structure and materials used should withstand low temperatures, be able to absorb mechanical forces caused by thermal stress and load during transport, and be as lightweight as possible.

[0011] To address this task, the present invention provides a transport container of the type mentioned at the beginning, wherein the container wall comprises a layered structure from the outside in, including: a first insulating layer, optionally a second insulating layer, and an energy distribution layer that restricts the internal space, the energy distribution layer being made of a material having a thermal conductivity of >100 W / (mK), and at least one coolant container for containing coolant is arranged and / or fixed in at least one wall, particularly the upper wall, within the internal space.

[0012] By combining a coolant container for holding coolant (e.g., dry ice) arranged in and / or fixed to at least one wall within the internal space with an energy distribution layer that restricts the internal space, effective heat distribution across the entire inner casing is achieved, thereby minimizing the cooling dose. Due to the heat distribution, it is sufficient to arrange the coolant at only one wall. However, it is also conceivable to arrange the coolant at two or more walls. The high thermal conductivity inner casing enables very efficient use of dry ice, where heat input at any point in the transport container is conducted to the coolant and absorbed there, thus balancing asymmetrical heat input and preventing unilateral sublimation of the dry ice. The cooling dose can be selected such that the coolant is almost completely depleted at the end of the operating time.

[0013] Preferably, at least one coolant container or its support is directly in thermally conductive connection with the energy distribution layer, wherein the thermally conductive connection preferably has a thermal conductivity of >100W / (mK).

[0014] The energy distribution layer that restricts the internal space is preferably in direct contact with the internal space, thereby ensuring direct heat transfer between the internal space and the energy distribution layer.

[0015] Because convection is not required for heat distribution across the entire internal volume, the internal space can be used entirely for the payload. No air gaps or shafts are needed to maintain air circulation.

[0016] Highly efficient dry ice utilization, through internal heat distribution via a combination of two layers of insulation with the container wall, can achieve an operating time of more than 100-140 hours at an average external temperature of 30°C, with a dry ice load of 80-120 kg and an effective payload volume of 1-1.5 m³. 3 The external volume is 2-4m³. 3 This represents a significant improvement of 2 to 20 compared to traditional solutions. Therefore, it is possible to achieve a positioning accuracy of 1 to 1.5 meters per RKN aircraft position. 3 The effective payload volume can be determined by either the volume of the container itself or by arranging four transport containers on the PMC pallet, with a total effective payload volume of 4 x 1.5 m³. 3 or 6m 3 .

[0017] Regarding the layered structure of the container wall, it is preferable that the first insulating layer, the second insulating layer (if necessary), and the energy distribution layer are directly stacked on top of each other.

[0018] Preferably, the first insulating layer, the second insulating layer (if necessary), and the energy distribution layer surround the interior space on all sides without interruption, except for the openings. The energy distribution layer completely surrounds the interior space (i.e., each wall of the container wall includes the energy distribution layer as the innermost layer) except for the openings, wherein the energy distribution layers of all walls are interconnected by thermal conductivity at adjacent edges and corners, i.e., by means of connections with a thermal conductivity of >100 W / (mK).

[0019] Preferably, the door device also comprises a layered structure used for the container wall. In particular, the door device comprises, from the outside in, a first insulating layer, an optional second insulating layer, and an energy distribution layer that restricts the internal space, the energy distribution layer being made of a material having a thermal conductivity of >100 W / (mK).

[0020] To ensure adequate heat distribution, the energy distribution layer is required to have a thermal conductivity of at least 100 W / (mK). The higher the thermal conductivity of the energy distribution layer, the more efficient the utilization of the coolant. According to a preferred construction, the thermal conductivity of the energy distribution layer in the container wall and / or door assembly can be at least 140 W / (mK), more preferably at least 180 W / (mK). The energy distribution layer in the container wall and / or door assembly can be made of, for example, aluminum, graphite, or graphite-composite materials, particularly graphite plates coated with carbon fiber reinforced plastic on both sides. Such materials further result in mechanical reinforcement of the container wall while maintaining a low weight.

[0021] In the case of aluminum, aluminum sheets with a thickness of 0.5-5mm can be used, which have a thermal conductivity of approximately 150W / (mK), thereby distributing localized heat input to the inner casing and resulting in a uniform temperature distribution within the internal space. The connections between the individual aluminum sheets at the sides and corners can be reinforced with rivets so that they can withstand forces arising from thermal stress.

[0022] When the energy distribution layer is implemented using a carbon-graphite composite plate, the composite plate can, for example, consist of a 0.2-1 mm thick graphite core, on which a 0.2-2 mm thick plate of carbon fiber reinforced plastic (CFK) is laminated at both sides. Because graphite has a thermal conductivity up to 400 W / (mK) depending on its density, a carbon-graphite composite plate can achieve similar or higher average thermal conductivity compared to comparable aluminum plates. Furthermore, CFK has a better ratio between mechanical strength and weight than aluminum, enabling weight savings. Another advantage of carbon-graphite composite plates is the low thermal elongation of CFK. A typical value in the fiber direction is α. CFK =0.6·10 -6 K -1 For comparison, the common thermal elongation of aluminum alloys: α EN-AW 5754 =23.8·10 -6 K -1 This reduces thermal stress and the resulting mechanical load on the inner casing.

[0023] In a particularly preferred manner, at least one coolant container is constructed as a drawer, which is pullable out of and pullable into the internal space via a drawer guide. This embodiment allows for extremely simple operation, wherein the coolant can be refilled or replenished without disassembling the transport container or removing the transported goods. The operating time of the transport container can be extended arbitrarily by refilling the coolant.

[0024] Preferably, one or more drawers are sized such that the entire surface of the container wall is covered.

[0025] Preferably, at least one coolant container, particularly one or more drawers, and drawer guides mounted on at least one wall are also made of a material with high thermal conductivity, so that the introduced heat is evenly distributed to the coolant. Preferably, at least one coolant container is made of a material with a thermal conductivity of >100 W / (mK), preferably >140 W / (mK), and especially >180 W / (mK), such as aluminum, graphite, or graphite-composite materials, particularly graphite plates coated with carbon fiber reinforced plastic on both sides.

[0026] The thermal insulation of the transport container is achieved through a first insulation layer and, if necessary, a second insulation layer. The structure of the container wall with at least two insulation layers allows each layer to be optimized in its respective insulation function. Preferably, one of the insulation layers, particularly the outer first insulation layer, is configured to minimize heat transfer to the interior space via thermal radiation. The other insulation layer, particularly the inner second insulation layer, can be configured to minimize heat transfer to the interior space via solid-state thermal conduction.

[0027] Preferably, the first insulating layer has a thermal conductivity of 4 to 300 mW / (mK), and the second insulating layer has a thermal conductivity of 1 to 30 mW / (mK), wherein the first insulating layer preferably has a higher thermal conductivity than the second insulating layer.

[0028] Therefore, we can derive 0.1-0.2 W / m 2 K represents the U-value for the transport container, which corresponds to a very low heat input compared to transport containers commonly found in the industry.

[0029] In embodiments where the insulating layer, preferably the first insulating layer, serves as a barrier against heat radiation, the insulating layer may comprise a heat-reflective coated carrier material, such as a carrier material with a metallic coating. Preferably, the heat-reflective coating is formed of a metallic coating, particularly an hermetically sealed coating, preferably a coating having an emissivity of <0.5, preferably <0.2, more preferably <0.04 (such as a coating made of aluminum). Preferably, the insulating layer comprises a multilayer structure of a honeycomb-shaped deep-drawn plastic film, with a heat-reflective coating, particularly made of aluminum, on both sides. An advantageous construction is achieved when the insulating layer has multiple, particularly honeycomb-shaped, hollow cells, wherein the honeycomb structural elements according to WO 2011 / 032299A1 are particularly advantageous. Alternatively, the insulating layer may be composed of conventional porous barrier materials, such as polyurethane, polyisocyanurate, or expanded polystyrene. The insulating layer preferably has a thickness of 60-80 mm.

[0030] In an embodiment where another insulating layer, preferably a second insulating layer, serves as a barrier against solid-state heat conduction, the insulating layer is preferably configured as a vacuum thermal barrier and preferably has or consists of vacuum barrier plates.

[0031] The second insulating layer preferably has a thickness of 30-50 mm.

[0032] Preferably, the vacuum insulation plate has a porous core material serving as a support for the vacuum present inside, and an airtight shell surrounding the core material. The core material is preferably composed of aerogel, open-pore polyurethane, or open-pore polyisocyanurate. Compared to conventional pyrolytic silica, these core materials have the advantage of lower density, thus achieving weight savings compared to conventional vacuum insulation plates. For example, the density of aerogel is in the range of 80-140 kg / m³. 3 Within this range, pyrolytic silica typically has a concentration of 160-240 kg / m³. 3 The density is in the range of 2-6 mW / (mK) under similar thermal conductivity conditions.

[0033] Alternatively, the aforementioned insulating layer can have an outer wall, an inner wall spaced apart from it, and a vacuum chamber constructed between the outer and inner walls, wherein the vacuum chamber is constructed as a through-wall vacuum chamber surrounding the internal space on all sides except the opening. Therefore, this insulating layer on the container wall is implemented as a double-walled vacuum container, which surrounds the internal space on all sides except the container opening. Unlike the use of conventional vacuum baffles, the insulating section is therefore not composed of individual vacuum components that must be assembled into a shell, but rather includes all sides of the transport container in one portion, except for the opening. Because a through-wall vacuum chamber surrounding the internal space on all sides except the opening is constructed between the inner and outer walls of the insulating layer, the connection points between otherwise necessary individual vacuum baffles and the thermal bridges connected to them can be avoided. Furthermore, the double-walled embodiment of the insulating layer is self-supporting, giving the insulating layer a stabilizing function in addition to its insulating properties. Thus, load-bearing structural components can be eliminated.

[0034] The concept of a "vacuum chamber" means that the space between the inner and outer walls of the insulating layer has been evacuated to achieve thermal barrier properties by reducing or preventing thermal conduction of gas molecules through a vacuum. Preferably, the gas pressure in the vacuum chamber is 0.001-0.1 mbar.

[0035] Preferably, the outer and inner walls are composed of sheet metal, particularly stainless steel, aluminum, or titanium, and preferably have a thickness of 0.01 to 1 mm. This ensures both the required stability and the airtightness of the wall. In such an embodiment, the inner wall of the insulating layer can simultaneously form an energy distribution layer when it is arranged as a second insulating layer.

[0036] To withstand the pressure of the surrounding air without making the outer and inner walls excessively thick, the outer and inner walls are preferably connected by multiple spacers, which are preferably made of plastics with a thermal conductivity of <0.35 W / (mK), such as, for example, polyetheretherketone (PEEK) or aramid. The spacers ensure the desired spacing between the outer and inner walls, thereby maintaining the cavity (i.e., the vacuum chamber) located therebetween. Because the spacers form thermal bridges, it is advantageous to construct these spacers from materials with the lowest possible thermal conductivity.

[0037] To further improve the thermal barrier performance of the insulating layer, a preferred improvement involves arranging a plurality of insulating films stacked at intervals within the vacuum chamber, the film planes of which are substantially parallel to the planes of the outer and inner walls. In particular, the insulating films are present in a stacked form, wherein a stack of films is preferably arranged in each wall of the container, extending substantially across the entire wall. Preferably, the insulating films are arranged such that they surround the internal space on all sides except for the openings.

[0038] Preferably, the insulating films are arranged such that a gap (protective space) is maintained between the inner surface of the outer or inner wall facing the vacuum chamber and the film stack, respectively, so that the film stack will not be pressed together due to possible deformation of the wall. Furthermore, the gap provides space for the structural stability of the spacers and facilitates vacuuming.

[0039] Another preferred configuration is that the insulating films are kept spaced apart from each other by planar spacer elements, wherein the planar spacer elements are preferably formed of a woven planar structure, particularly a polyester nonwoven fabric.

[0040] In particular, the barrier film can be constructed as a plastic film coated with metal or deposited with metal. Such barrier films are also known as super barrier films. For example, the metal coating is made of aluminum.

[0041] The overall working capacity of the transport container naturally depends on the thermal barrier properties of the door device that encloses the opening of the internal space. As already mentioned, the door device here can consist of a layered structure corresponding to the layered structure of the container wall, and from the outside in, includes a first insulating layer, a second insulating layer, and an energy distribution layer that restricts the internal space, which is made of a material with a thermal conductivity of >100 W / (mK).

[0042] A particularly preferred configuration is provided herein in which the door device comprises at least one inner door leaf and at least one outer door leaf. In particular, the door leaf is a pivot door, which is secured to the transport container by means of a hinge. This configuration, consisting of at least one outer door leaf and at least one inner door leaf, creates a two-layer structure, wherein the at least one outer door leaf preferably constitutes a first insulating layer of the door device, and the at least one inner door leaf constitutes a second insulating layer of the door device. The characteristics and structure of the first and second insulating layers are described above in conjunction with the insulating layers of the container wall, referring to their functions and characteristics.

[0043] At least one outer door leaf and at least one inner door leaf are preferably capable of being opened and closed individually and independently of each other. The double-walled structure of the door assembly results in a temperature of around 0°C (between -20°C and 8°C) at the outside of at least one inner door leaf when the internal space temperature is between -60°C and -80°C. This makes it possible to open the inner door leaf by hand during operation (i.e., without the risk of cold burns). Preferably, this effect is achieved by at least one inner door leaf having a higher barrier performance (1 to 30 mW / (mK)) than at least one outer door leaf (4 to 300 mW / (mK)).

[0044] A preferred configuration is that the door assembly includes a single outer door leaf and two inner door leaves for constructing an internal double door.

[0045] The structure of the door device, consisting of at least one outer door leaf and at least one inner door leaf, further allows for the refilling of coolant, i.e., refilling into the coolant container, while at least one inner door leaf is closed. For this purpose, it is preferably arranged such that at least one inner door leaf is positioned such that the coolant container remains accessible via an open outer door leaf while at least one inner door leaf is closed.

[0046] In this embodiment, the internal door or internal double door can be implemented in a reduced manner, such that one or more coolant containers can be opened with the internal door closed. If the coolant container is constructed as a drawer, the drawer can be pulled out from its support with the internal door closed. This has the advantage that the operating time of the transport container can be arbitrarily extended by refilling the coolant. Here, there is no need to open the internal double door and no need to remove the transported goods.

[0047] Structurally, at least one coolant container can be made accessible with its inner door closed by having an access section arranged in an opening in the container wall, and at least one inner door, in its closed state, interacting with the access section on its side facing the access section to seal the internal space. For example, this configuration can be implemented such that the inner door is substantially aligned with the front side of the access section. Such a section or side of the coolant container is referred to herein as the access section, through which the coolant container must be accessible for refilling coolant. For example, in the case of a drawer, this is the front of the drawer, which is gripped to pull the drawer out of the internal space of the transport container.

[0048] To ensure optimal thermal barrier in the area close to the section, it is preferable that the coolant container has a vacuum thermal barrier at the front side of the opening facing the container wall.

[0049] When transporting containers via air freight, the containers must be able to achieve pressure equalization between their interior and the aircraft's pressure chambers, especially since the cabin pressures present in the passenger cabin and cargo hold are lower than the ambient air pressures during takeoff and landing. For pressure equalization, transport containers are typically equipped with valves or door seals that allow airflow from the container chamber outwards (during ascent) or from the outside into the container chamber (during descent) when the pre-defined pressure difference between the environment and the container chamber is exceeded. However, in the latter case, warmer ambient air flows into the container's interior space, which is significantly colder than the environment, allowing sub-dew point conditions and water condensation from the air. The presence of condensate in the container chamber is undesirable as it affects the transported goods.

[0050] To prevent condensation in the interior space of the transport container, it is preferable to provide at least one surrounding internal seal between at least one inner door panel and an opening in the container wall, and at least one surrounding external seal between at least one outer door panel and an opening in the container wall, with a buffer space arranged between at least one inner door panel and at least one outer door panel. This measure is based on the concept of cooling air entering from the environment due to pressure equilibrium before it reaches the interior space of the transport container. For this purpose, a buffer space is created between the surrounding internal seal and the surrounding external seal, and ambient air flows into this buffer space before it necessarily reaches the interior space. The double-walled door structure consisting of the inner and outer door panels, along with the internal temperature of -60 to -80°C, is responsible for maintaining a temperature of approximately 0°C on the outside of the inner door panels, as described above, to cool the buffer space constructed in the gap between the inner and outer door panels. Drying also occurs due to the pre-cooling of ambient air in the buffer space, where possible condensates accumulate along the airflow path upstream of the interior space and especially in the buffer space, but in no case in the interior space itself.

[0051] Meanwhile, it should be considered that, in the case of dry ice, CO2 gas is generated upon its consumption, and this CO2 gas should escape from the internal space. Therefore, the internal seal and the external seal preferably each include at least one sealing element that can be displaced by a pressure difference, which opens the gas passage from the inside to the outside when the preset pressure difference is exceeded.

[0052] The generation of CO2 gas in the internal space can also compensate for the pressure balance during descent, where otherwise an airflow would occur from the outside into the container chamber (during descent). This further reduces the risk of air entering along with moisture compared to using a non-sublimable coolant.

[0053] The surrounding internal seal can be constructed such that it allows the generated CO2 gas to escape, while simultaneously preventing the inflow of warmer ambient air to a large extent. Together with the surrounding external seal, a labyrinthine element is created, which, on the one hand, allows the generated CO2 gas to escape, and on the other hand, prevents the moisture from the incoming air from condensing on the outside at at least one inner door panel, which has a temperature of approximately 0°C (between -20°C and 8°C). This prevents moisture from entering the interior space and the associated icing.

[0054] A preferred configuration of the thermal insulation section is that at least one inner door page comprises an inner aluminum shell and an outer aluminum shell, and a vacuum thermal barrier, preferably a vacuum barrier plate, is arranged between the inner and outer aluminum shells for thermal decoupling. For example, a 30-50 mm thick vacuum barrier plate can be used. The inner and outer aluminum shells can be held together using connecting elements made of a cold-resistant plastic with low thermal conductivity (e.g., PEEK).

[0055] The outer door can be insulated using a 60-80mm thick, multi-layered structure made of honeycomb deep-drawn PET film, coated with aluminum on both sides.

[0056] The insulation of the outer door panel can be further improved by introducing additional vacuum partitions or partially replacing the existing insulation with vacuum partitions. This reduces heat input through the outer door panel and thus has a beneficial effect on the operating time of the transport container.

[0057] The transport container or container wall can be implemented in different geometries, wherein multiple walls are provided that are adjacent to each other at certain angles. Preferably, it is a cuboid transport container with six walls, wherein the container wall consists of five walls and the door device constitutes the sixth wall.

[0058] The transport container according to the invention is preferably implemented as an air cargo container, and therefore preferably has external dimensions of at least 0.4x0.4x0.4m, preferably from 0.4x0.4x0.4m to 1.6x1.6x1.6m, preferably from 1.0x1.0x1.0m to 1.6x1.6x1.6m.

[0059] The first insulating layer of the container wall is preferably constructed on the outside of the transport container, so that no additional layer or component is installed on the outer wall. Alternatively, an additional thermal barrier layer or a layer protecting the transport container from mechanical influence and damage may be arranged outside the first insulating layer.

[0060] Dry ice is preferred as a coolant. However, other phase change materials are also feasible. Commonly used paraffin-based or hydrated salt-based phase change materials, or other materials with high enthalpy, are suitable as coolants. The target temperature achievable within the interior space of the transport container depends on the choice of coolant and is not limited to a specific temperature range within the scope of this invention. Therefore, the transport container can operate not only in the range of -60 to -80°C, but also, for example, in the range of -25 to -15°C.

[0061] To determine potential damage to the transport container, it is preferably configured such that at least one temperature sensor is arranged within the internal space, and more specifically, at least one temperature sensor is arranged on each side of the transport container. Based on the measurements from at least one temperature sensor, the operational capability of the barrier section can be continuously adjusted. Additionally, a sensor for measuring ambient temperature can be installed, wherein the barrier performance of the container wall can be continuously calculated based on the temperature difference curve between the at least one temperature sensor located within the internal space and an external temperature sensor. This data can be continuously transmitted to a central database via wireless data transmission, thereby enabling global monitoring and assurance of the transport container's functional capabilities. Attached Figure Description

[0062] The invention will now be explained in more detail with reference to embodiments schematically illustrated in the accompanying drawings. In which, Figure 1 A perspective view of a cuboid transport container according to the present invention is shown. Figure 2 It shows according to Figure 1 The longitudinal section of the transport container, with the door closed and the coolant drawer filled. Figure 3 The door device in the first embodiment variant is shown. Figure 2 Detail view in area A, Figure 4 A detailed view of the area of ​​the door device in the second implementation variant is shown. Figure 5 A front view of a partial section of the second implementation variant is shown, and Figure 6 A detailed view of the coolant drawer is shown. Detailed Implementation

[0063] exist Figure 1 The image shows a cuboid transport container 1, whose container walls, except for the opening, enclose the interior space on all sides. The container walls include two side walls, a rear wall, a bottom, and a top.

[0064] The container wall consists of multiple layers of insulation sections 2 and 3, internal double doors 4, outer door 5, an energy distribution layer 6 that forms the inner shell, a drawer 7 containing dry ice, and a drawer guide device 8, which are installed at the top energy distribution layer 6.

[0065] As in accordance with Figure 2 As can be seen in the cross-sectional view, the barrier consists of an outer first barrier layer 2 and an inner second barrier layer 3. The first barrier layer is, for example, 60-80 mm thick and is composed of a multi-layered structure of honeycomb deep-drawn PET film coated with aluminum on both sides. This achieves a barrier performance of 4 to 300 mW / (mK) for the first barrier layer. The second barrier layer 3 is 30-50 mm thick and is composed of a high-performance barrier (such as, for example, a vacuum barrier plate (VIP) or aerogel), thereby achieving a barrier performance of 1 to 30 mW / (mK).

[0066] In the area of ​​the front opening of the transport container, the inner double doors 4 can be attributed to the inner second insulating layer 3, and the outer door 5 can be attributed to the outer first insulating layer 2. (As in...) Figure 3 As shown, the inner double doors 4 are composed of an inner aluminum half-shell 13 and an outer aluminum half-shell 14, wherein the inner and outer shells are thermally decoupled. This decoupling is achieved using an internal insulating part 3 consisting of a 30-50 mm thick high-performance insulating part (such as a vacuum partition) and a connecting element consisting of a low thermal conductivity, cold-resistant plastic 12 (such as PEEK). The outer door 5 is insulated using a 60-80 mm thick, multi-layered structure made of honeycomb deep-drawn PET film coated with aluminum on both sides. Through the combination of the high barrier performance of the inner double doors 4 (1 to 30 mW / (mK)) and the medium barrier performance of the outer door 5 (4 to 300 mW / (mK)), a temperature of around 0°C (between -20°C and 8°C) is achieved on the outside of the inner double doors 4 when the internal space temperature is -60°C to -80°C. This makes it possible to open the inner double doors 4 by hand during operation (without the risk of cold burns).

[0067] A seal 11 is located at the edge of the inner door 4, which allows the generated CO2 gas to escape while largely preventing the inflow of warmer ambient air. A seal 10 is also present at the outer door, thus creating a labyrinth (sometimes called a labyrinth seal) together with the inner door seal 11. This labyrinth allows the generated CO2 gas to escape while simultaneously preventing the condensation of moisture from the incoming air at the inner double door 4, which has a temperature of approximately 0°C (between -20°C and 8°C). This prevents moisture from entering the interior space and related icing.

[0068] The energy distribution layer 6 is composed, for example, of aluminum plates 0.5-5 mm thick. These aluminum plates have a thermal conductivity of approximately 150 W / (mK), thereby distributing localized heat input across the inner casing and resulting in a uniform temperature distribution within the internal space. The connections between the individual aluminum plates at the sides and corners are reinforced with rivets, enabling them to withstand forces arising from thermal stress.

[0069] Drawer 7 and drawer guide 8, located on the upper side of the inner cover 6, are also made of 0.5-5mm thick aluminum plate, which has a thermal conductivity of 150W / (mK). Dry ice 9 is introduced directly into the drawer.

[0070] exist Figure 4 and Figure 5 A modified implementation is shown, wherein, in Figure 5The left-middle half is a front view of the transport container, with the inner double doors 4 closed and the outer door 5 open, while the right half shows a cross-section through the transport container with drawers. In the modified embodiment shown here, the inner double doors 4 are reduced in size, allowing the drawer 7 to be opened even with the inner double doors 4 closed. Additionally, the dry ice drawer 7 is insulated from the outside by a 30-50 mm thick vacuum partition 17. This has the advantage that the operating time of the transport container can be arbitrarily extended by replacing the dry ice. Here, it is unnecessary to open the inner double doors and remove the transported goods.

[0071] Furthermore, in this variant, the insulation of the outer door 5 is improved by introducing an additional vacuum partition 16 or by partially replacing the existing insulation 15 with a vacuum partition. This reduces heat input through the front door and thus has a beneficial effect on the operating time of the transport container.

Claims

1. A transport container for transporting temperature-sensitive goods, comprising a container wall surrounding an internal space for accommodating said transport goods, said container wall having a plurality of walls adjacent to each other at an angle, wherein, The container wall has an opening for loading and unloading the internal space, and a door device by means of which the opening can be closed, and wherein the container wall surrounds the internal space on all sides except the opening, wherein the container wall consists of a layered structure comprising, from the outside to the inside: a first insulating layer (2) and an energy distribution layer (6) that restricts the internal space, the energy distribution layer being made of a material having a thermal conductivity of >100 W / (mK), and wherein at least one coolant container (7) for containing coolant is arranged and / or fixed at at least one wall in the internal space, characterized in that the door device includes At least one inner door (4) and at least one outer door (5), wherein the at least one inner door (4) is arranged such that the coolant container (7) remains accessible via the open outer door (5) in the closed state of the at least one inner door (4), wherein the at least one coolant container or its support is in direct thermal conductive connection with the energy distribution layer, wherein the coolant container (7) has an access section arranged in an opening in the container wall, and wherein the at least one inner door (4) in its closed state interacts with the access section on the side facing the access section to seal and close the interior space.

2. The transport container according to claim 1, characterized in that, The door device consists of the following layer structure, which includes, from the outside to the inside: a first insulating layer (2) and an energy distribution layer (6) that restricts the internal space, wherein the energy distribution layer is made of a material with a thermal conductivity of >100W / (mK).

3. The transport container according to claim 1, characterized in that, The at least one coolant container (7) is configured as a drawer, which is pulled out of the interior space and pulled into the interior space in a drawer guide device (8).

4. The transport container according to claim 1, characterized in that, The first insulating layer (2) has a thermal conductivity of 4 to 300 mW / (mK), and the second insulating layer (3) located within the first insulating layer (2) has a thermal conductivity of 1 to 30 mW / (mK).

5. The transport container according to claim 4, characterized in that, The first insulating layer (2) has a higher thermal conductivity than the second insulating layer (3).

6. The transport container according to claim 4, characterized in that, The first insulating layer (2) or the second insulating layer (3) comprises a multi-layer structure made of honeycomb deep-drawn plastic film, wherein the multi-layer structure is provided with heat-reflective coatings on both sides, or is composed of porous barrier material.

7. The transport container according to claim 4, characterized in that, The first insulating layer or the second insulating layer (3) is configured as a vacuum thermal barrier.

8. The transport container according to claim 7, characterized in that, The first or second insulating layer (3) has a vacuum insulating plate or is composed of a vacuum insulating plate, wherein the vacuum insulating plate has a porous core material as a support body for a vacuum present inside and an airtight shell surrounding the core material.

9. The transport container according to claim 8, characterized in that, The core material is composed of aerogel, open-pore polyurethane, or open-pore polyisocyanurate.

10. The transport container according to claim 4, characterized in that, The first insulating layer (2) or the second insulating layer (3) has an outer wall, an inner wall spaced apart therefrom, and a vacuum chamber constructed between the outer wall and the inner wall, wherein the vacuum chamber is constructed as a through vacuum chamber surrounding the interior space on all sides except the opening.

11. The transport container according to claim 10, characterized in that, The outer wall and the inner wall are connected by a plurality of spacers.

12. The transport container according to claim 11, characterized in that, The spacer is composed of plastic with a thermal conductivity of <0.35 W / (mK).

13. The transport container according to claim 11, characterized in that, The spacer is composed of polyetheretherketone or aramid.

14. The transport container according to claim 10, characterized in that, The inner wall forms the energy distribution layer (6).

15. The transport container according to any one of claims 1 to 5, characterized in that, The energy distribution layer (6) is composed of aluminum, graphite, or graphite-composite materials.

16. The transport container according to any one of claims 1 to 5, characterized in that, The energy distribution layer (6) consists of graphite plates coated with carbon fiber reinforced plastic on both sides.

17. The transport container according to any one of claims 1 to 5, characterized in that, The at least one coolant container (7) is composed of a material with a thermal conductivity of >100W / (mK).

18. The transport container according to any one of claims 1 to 5, characterized in that, The at least one coolant container (7) is made of aluminum, graphite, or graphite-composite material.

19. The transport container according to any one of claims 1 to 5, characterized in that, The at least one coolant container (7) is composed of a graphite plate coated with carbon fiber reinforced plastic on both sides.

20. The transport container according to any one of claims 1 to 5, characterized in that, The at least one outer door page (5) constitutes the first insulating layer (2) of the door device, and the at least one inner door page (4) constitutes the second insulating layer (3) of the door device.

21. The transport container according to any one of claims 1 to 5, characterized in that, At least one surrounding internal seal (11) is provided between the at least one inner door (4) and the opening of the container wall, and at least one surrounding external seal (10) is provided between the at least one outer door (5) and the opening of the container wall, and a buffer space is arranged between the at least one inner door (4) and the at least one outer door (5).

22. The transport container according to claim 21, characterized in that, The internal seal (11) and the external seal (10) each include at least one sealing element that can be displaced by a pressure difference, and the sealing element opens the gas passage from the inside to the outside when the pressure difference exceeds a preset value.

23. The transport container according to any one of claims 1 to 5, characterized in that, The at least one inner door page (4) includes an inner aluminum shell (13) and an outer aluminum shell (14), and a vacuum thermal barrier is arranged between the inner aluminum shell (13) and the outer aluminum shell (14) for thermal decoupling.

24. The transport container according to any one of claims 1 to 5, characterized in that, The at least one inner door (4) includes an inner aluminum shell (13) and an outer aluminum shell (14), and a vacuum barrier is arranged between the inner aluminum shell (13) and the outer aluminum shell (14) for thermal decoupling.

25. The transport container according to any one of claims 1 to 5, characterized in that, The coolant container (7) has a vacuum thermal barrier (17) at the front side of the opening facing the container wall.

26. The transport container according to claim 4, characterized in that, The first insulating layer (2) or the second insulating layer (3) comprises a multilayer structure made of honeycomb deep-drawn plastic film, wherein the multilayer structure is provided with a heat-reflective coating made of aluminum on both sides, or is composed of polyurethane, polyisocyanurate or expanded polystyrene.

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