Container for placement onto a rail-bound container wagon, and method for loading a container

Abstract

The invention relates to a container (7), in particular for placement onto a rail-bound container wagon (1), wherein the container (7) has a bottom (10) comprising four lower container corners (13) for placement onto the container wagon (1), wherein the container corners (13) are preferably designed in accordance with ISO 1161:2016, and wherein the container (7) has engagement points for a handling unit (6), wherein the bottom (10) of the container (7) is designed to accommodate a first vehicle (8), wherein the container (7) has four corner profiles (12) which extend vertically upwards from the bottom (10), and wherein the container (7) comprises a high storage level (11) for accommodating a second vehicle (9), wherein the high storage level (11) is mounted on the four corner profiles (12), and wherein the length of the container (7) is 20 feet.

Description

[0001] CONTAINER FOR MOUNTING ON A RAIL-BOUND CONTAINER CARRIER, METHOD FOR LOADING A CONTAINER

[0002] The invention relates to a container for attachment to a rail-bound container wagon, wherein the container has a base with four container corners designed for attachment to the container wagon, which are preferably designed according to ISO 1161:2016, and wherein the container has at least four points of engagement for a handling device.

[0003] The invention lies in the field of rail-bound freight transport, where it has been common practice for decades to transport standardized containers on container wagons. The most well-known containers are those standardized according to ISO 668, which are cuboid-shaped and enclose the goods to be transported on all sides. These ISO containers have container corners on the four lower corners, the specifications of which correspond, for example, to ISO 1161:2016. This means that the ISO containers can be used for so-called combined transport (CT), as they can be placed on rail-bound container wagons, which have container pins complementary to the container corners. Likewise, thanks to their standardized properties, the ISO containers can also be loaded onto trucks or ships.

[0004] In order to transport goods in combined transport – or at least on existing container wagons – that are not suitable for transport in ISO containers, so-called non-standardized ISO containers can also be used. These containers, for example, do not have a cuboid shape but still have container corners for transport on container wagons. Such containers are offered, for example, by the company Innofreight.

[0005] Another type of freight wagon is the pocket wagon, although these do not fall under the term container wagon. Pocket wagons are specifically designed for transporting semi-trailers, and ISO containers can also be transported on them. A special carrying device for transporting vehicles on pocket wagons is known, for example, from EP3699057A1.

[0006] From another corner of rail freight transport, so-called car transport wagons such as the Laaeffrs 561, the Laes 559, or the Hccrrs 5.870 are known. These are specially designed freight wagons for transporting motor vehicles. These car transport wagons are specifically manufactured to accommodate motor vehicles and, depending on the design, have one or two loading levels. Car transport wagons are available in open and closed designs, depending on the cost and value of the cargo. The advantage of specially manufactured car transport wagons is their high loading density; however, car transport wagons cannot accommodate other goods such as ISO containers.

[0007] If motor vehicles need to be transported, a car transport wagon is provided and the vehicles are loaded onto it. This is a proven system, but shortages of car transport wagons can occur if a particularly large number of vehicles need to be transported in a short period of time. It is clear that it is uneconomical to purchase new car transport wagons simply because there is a short-term peak in the delivery of motor vehicles.

[0008] Documents DE 603 ​​15 065 T2 and DE 197 82 025 TI each disclose a container with a base and a high storage level, each of which houses a row of three or more vehicles. These containers are 40 feet and 45 feet long, respectively, and are placed on a container wagon of the same length. While these solutions eliminate the need for a dedicated car transport wagon, this system remains extremely inflexible, as even with a maximum load, a high loading density is achieved, but transport space is still lost when only partially loaded with vehicles.

[0009] In the containers described in DE 603 ​​15 065 T2 and DE 197 82 025 TI, the vehicles are loaded onto the containers by first raising the additional deck to ground level, after which a first row of vehicles drive onto the additional deck at ground level. The additional deck, with the vehicles on it, is then raised using hydraulic cylinders, after which a second row of vehicles can drive onto the lower base level. This raises the upper additional deck with the vehicles on it, which requires a costly hydraulic cylinder. It is evident that these structures have many moving parts, which is particularly disadvantageous in unaccompanied combined transport.

[0010] It is the object of the present invention to overcome the problems mentioned and to cushion a short-term shortage of car transport wagons by providing additional transport options as flexibly as possible.

[0011] This object is achieved by a container, in particular for mounting on a rail-bound container wagon, wherein the container has a base with four lower container corners for mounting on the container wagon, wherein the container corners are preferably designed according to ISO 1161:2016, and wherein the container has at least four attachment points for a handling device, wherein the base of the container is designed to accommodate a first vehicle, the container has four corner profiles which extend vertically upwards from the base, and the container comprises a high storage level for receiving a second vehicle, wherein the high storage level is mounted on the four corner profiles and wherein the length of the container is 20 feet.

[0012] The container according to the invention can be placed on all standard container wagons thanks to its corners and could therefore also be described as a non-standard ISO container. However, unlike ISO containers, the container according to the invention allows for the storage of two vehicles on top of each other.

[0013] Because the container according to the invention has a length of 20 feet, exactly one vehicle can be located on the ground and exactly one vehicle on the elevated storage level. This has the advantage that the container wagon can be loaded more individually than is the case, for example, with the vehicle containers of documents DE 603 ​​15 065 T2 and DE 197 82 025 TI. If, for example, only two vehicles are to be transported on a 60-foot container wagon, one of the containers according to the invention can be loaded onto the 60-foot container wagon together with two further ISO containers, each 20 feet long. Such a loading would not be possible with the vehicle containers of documents DE 603 ​​15 065 T2 and DE 197 82 025 TI, since only two vehicles and no other goods can be transported on the container wagon.

[0014] The container according to the invention, with a length of 20 feet, has the advantage that a container wagon can be quickly and cost-effectively converted into at least a partial car transport wagon. Although the container according to the invention has disadvantages compared to dedicated car transport wagons and the vehicle containers of DE 603 ​​15 065 T2 and DE 197 82 025 TI—such as a lower storage density of vehicles—the container according to the invention can be used particularly economically to compensate for short-term delivery peaks when no car transport wagons are available due to the high transport volume, or when only a small number of vehicles are to be transported.In any case, the advantage over all known solutions is that not only vehicles need to be transported on the freight wagon, but both the containers according to the invention and other containers, such as ISO containers, can be transported mixed on a single container wagon. This is particularly advantageous when only a few vehicles need to be transported. If, however, a dedicated car transport wagon or a vehicle container according to DE 603 ​​15 065 T2 and DE 197 82 025 TI were used, it would only have to be partially loaded, which would be inefficient.

[0015] Preferably, the elevated storage level is located at a first height above the ground on two of the corner profiles and at a second height above the ground on two of the corner profiles, the second height being less than the first height. In this state, the container is intended to be both loaded and transported. Surprisingly, it has been found that with a container length of 20 feet, the available height can also be optimally utilized within a desired clearance profile. The invention utilizes the fact that the elevated storage level is located above the ground at both ends (in particular, at a first height above the ground on two of the corner profiles and at a second height above the ground on two of the corner profiles, the second height being less than the first height).With such a configuration, the high storage level can replicate the typical height profile of vehicles - with a lowered bonnet and higher roof - so that a first vehicle can be located precisely under the at least partially inclined high storage level and a second vehicle can be located on the high storage level.

[0016] Furthermore, with the container in the aforementioned embodiment, a completely new type of loading can be achieved without hydraulic cylinders and / or cranes. Specifically, the high storage level can be mounted on the corner profiles at desired locations (i.e. at a distance above the ground) before the vehicles drive onto the high storage level or onto the ground. The container according to the invention can be provided here as a rigid structure in which the first vehicle can drive onto the ground from one side and the second vehicle can drive onto the high storage level from the other side by means of an external ramp. The high storage level, which is preferably at least partially inclined, supports the driving onto the high storage level due to the incline. The external ramp can be attached to a section of the high storage level that runs at an angle to a horizontal plane.It is particularly preferred if exactly one vehicle is located on the ground and exactly one vehicle is located on the elevated storage level, with both vehicles each having a length of at least 60%, preferably between 75% and 95%, of the container. In other words, the container is loaded to its maximum capacity with two vehicles and cannot accommodate any additional vehicles. Furthermore, the 20-foot container has a high loading density.

[0017] In the aforementioned variant, it is further preferred if the vehicles are arranged diametrically opposite one another on the container, so that they (or the front sides of the vehicles) face opposite ends of the container. In other words, the front of the upper vehicle is above the rear of the lower vehicle. This allows the vehicles to drive onto the container from opposite sides, which significantly reduces loading time. Here, the front of the lower vehicle faces the second height, and the front of the upper vehicle faces the first height.

[0018] In order to adapt the high storage level even better to the shape of the vehicles, it can be provided that the high storage level comprises at least a first section and a second section, wherein the first section is arranged at an angle to the second section, and wherein the first section is mounted on two of the corner profiles and the second section is mounted on the other two corner profiles. In this way, the high storage level can be adapted even more optimally to the shape of the vehicle on the ground, which in turn keeps the overall height of the system as low as possible. One section of the high storage level is preferably horizontal and the other inclined with respect to the horizontal plane. Furthermore, it should be noted that preferably exactly two sections (i.e. no further inclined section) or exactly three sections should be provided.

[0019] The elevated storage level could comprise exactly two sections, but also more than two sections, e.g., exactly three sections, with all sections arranged at an angle to the adjacent sections. In particular, the angles become smaller relative to a horizontal plane, viewed in a direction from the second height to the first height, with one of the sections preferably being horizontal at the first height. This facilitates the access of vehicles with low ground clearance to the elevated storage level.

[0020] If the high storage level has multiple sections, it is preferable for these to be rigidly connected to one another, i.e., the high storage level is a rigid structure. The sections can, for example, be welded together. Alternatively, a hinge could be provided between one or the first section and one or the second section to adjust the angle between the first and second sections. This allows for further adjustment options to reduce the overall height.

[0021] In particular, the combination of the aforementioned embodiments is advantageous, i.e., the vehicles arranged opposite one another on a partially angled elevated storage level, as this allows the overall height of the fully loaded container to be reduced. Therefore, the rear of the vehicle located on the elevated storage level is preferably arranged on the lower of the two sections, and the container and, in particular, the vehicle located on the elevated storage level are particularly preferably located within the Gl clearance profile according to DIN EN 15273-2:2017-10 and / or the Gl&KV clearance profile.

[0022] For the container according to the invention with a length of 20 feet, it is particularly suitable to provide the first height between 1.5 m and 2.5 m and / or the second height between 0.5 m and 1.5 m. This allows the lower vehicle to continue to drive onto the ground and drive below the elevated storage level with a lower front end.

[0023] The 20-foot container allows for other advantageous variants, such as asymmetrical loading in the transverse direction, i.e. an offset arrangement of the two vehicles transversely of the container. This has the advantage that more space can be left on one of the two sides of the vehicle to allow the driver to get out, which is particularly useful if there are support devices on a side wall of the container that make getting out difficult. If both vehicles were to drive into the middle of the container, the driver would not be able to get out of the vehicle because opening the vehicle door would lead to a collision with the container. Despite the asymmetric loading, the center of gravity of the loaded container can still be in its center if, for example, the two vehicles are each offset by essentially the same distance with respect to a center plane of the container.

[0024] If the container is essentially symmetrical, asymmetric loading can be achieved by a driver driving the vehicles asymmetrically into the container. However, the container could also comprise means for enforcing a staggered arrangement of vehicles on the floor and vehicles on the elevated storage level in the transverse direction of the container, wherein the means are preferably asymmetrical lanes or wheel chocks arranged asymmetrically on the lanes. Asymmetrical lanes are formed, for example, by the left and right lanes having different widths. Asymmetrically arranged wheel chocks are particularly preferred, especially if they are removable or could also be arranged symmetrically. This can be advantageous if a single large vehicle is to be brought onto the floor of the container and the elevated storage level has previously been removed from the container.In other words, it is advantageous if the asymmetrically designed container can be converted into a symmetrically designed container, which is particularly advantageous due to movable wheel chocks.

[0025] Alternatively or in addition to the aforementioned variants, to facilitate exit, at least one of the two long sides of the container can be free of cross braces in a middle third, a middle quarter, or a middle fifth. The container could be provided with at least one cross brace that lies in a vertical plane but outside a middle third, a middle quarter, or a middle fifth. This allows the vehicle doors of the lower vehicle to be opened without, or with a reduced risk of, collision with the cross braces.

[0026] Although the floor and the elevated storage level could be formed by continuous plates, it is preferred if the floor has two lanes located on opposite sides of the floor and / or if the elevated storage level has two lanes located on opposite sides of the elevated storage level, with the lanes preferably being connected by spaced-apart struts. This allows weight and material to be saved because the area between the lanes does not have to be continuous. Typically, several struts are provided to form the floor and / or the elevated storage level, running across the entire width of the container from one longitudinal beam to the opposite longitudinal beam. The lanes are formed by metal sheets that are placed on the struts.

[0027] In one variant, it could be provided that the high storage level is permanently attached to the corner profiles, e.g. welded, which is particularly useful if it is already known which type of vehicle the container is to be loaded with.

[0028] In order to ensure that the container according to the invention can be used with as many vehicle types as possible, it could also be provided that a height-adjustable high storage level is provided. In other words, at least two, preferably all four, corner profiles can have an adjustment mechanism for vertically adjusting the height of the high storage level. This allows the high storage level to be adapted to the height of the vehicle on the ground, which in turn keeps the overall height of the system as low as possible. This is particularly advantageous for achieving a predetermined clearance profile. It should be noted, however, that this adjustment mechanism is not used to raise a loaded high storage level, but rather to adapt the height of the high storage level to the vehicles to be loaded before loading. In particular, the high storage level cannot be positioned with either end on the ground or on the corner profiles at ground level.The adjustment mechanism is designed such that, in all positions of the high storage level, the ends of the high storage level are preferably at least 30 cm or at least 50 cm from the floor. The adjustment mechanism can be formed, for example, by several vertically spaced holes in the corner profiles (this also includes a perforated plate or the like being attached, e.g., welded, to a strut of the corner profile), which are preferably spaced a maximum of 50 cm or a maximum of 100 cm apart, in order to achieve a height adjustability of, for example, a maximum of 50 cm or a maximum of 100 cm.

[0029] To make the rest of the container as robust as possible and without any moving parts, the floor can also be designed to include two external longitudinal profiles and two external transverse profiles, with the longitudinal profiles, the transverse profiles, the lower container corners, and the corner profiles being welded together. The longitudinal members can be connected by means of several struts running parallel to the transverse profiles to increase rigidity. It should be noted that this refers to the longitudinal profiles or long sides being longer than the transverse profiles or short sides or wide sides. The longitudinal profiles or long sides are 20 feet long.

[0030] Furthermore, the container can comprise at least one support strut, which is attached at one point to a long side or longitudinal profile of the floor and at another point to the elevated storage level or a corner profile, and is preferably welded at both points. Together with the measures specified above, this creates a particularly robust container that requires little or no maintenance over its service life. It is understood that support struts connected to the elevated storage level make no sense for a container whose elevated storage level is to be raised when loaded. The support struts can reduce the weight of the container, since the other elements such as the longitudinal and transverse profiles of the floor can be designed with less weight. As explained at the beginning, the floor of the container according to the invention, in particular, is adapted to assume the shape of an ISO container.However, since the container according to the invention typically does not have a flat roof with standard access points for a handling device, there is a need for further variants for the access points. The access points for the handling device provided in the container according to the invention can, for example, comprise pockets in the floor for gripper arms. This is particularly advantageous because the pockets require only minor adjustments to the floor. Although gripper arms are not standard on reach stackers, the reach stackers can be easily converted or retrofitted to also accommodate the containers according to the invention.

[0031] The aforementioned pockets have the disadvantage that they must run transversely through the container, meaning the floor either runs over the pockets or the pockets create a hump in the floor. This disadvantage can be overcome by using four gripping edges arranged on the sides of the floor instead of the pockets. This allows the floor to be made flat and as deep as possible while still allowing for handling. Gripping edges can be engaged with so-called top spreaders to handle the loaded container using two vehicles.

[0032] In another variant, the attachment points can be formed by the upper container corners. To achieve this, the corner profiles are of equal length, and the attachment points for the handling equipment comprise four additional container corners, which are provided at the ends of the corner profiles facing away from the ground and are preferably designed according to ISO 1161:2016.

[0033] Since the upper vehicle usually protrudes beyond the highest point of the container when loaded, it cannot usually be stacked when loaded. To make this possible, the container can also comprise an adapter with a substantially rectangular frame and two or four extension pillars, wherein the extension pillars can be connected to the upper container corners at the corner profiles, and wherein the frame comprises container pins at four corner points for engaging the container corners of another container. The extension pillars and the container pins are located on opposite sides (bottom and top, respectively) of the frame. In a further variant, the high storage level can be removed from the corner profiles, so that the container can be reduced in size when it is to be transported or stowed. The corner profiles are usually permanently connected to the floor, e.g.Welded, but the corner profiles can also be removed from the floor to completely disassemble it. This makes the container easy to store.

[0034] In order to transport vehicles to the high storage level, the container can further comprise a ramp or be combined with a ramp that can be attached to the high storage level. This is particularly advantageous if the high storage level is already inclined relative to the horizontal level, as the ramp can then be attached to the lower end of the high storage level. The ramp should be long enough to extend from the high storage level to a level surface on which the container is standing. In other words, the ramp should enable a vehicle to drive from the surface onto the high storage level. If the ramp attaches to an inclined section of the high storage level, the ramp can be designed to run at the same angle as the inclined section of the high storage level to make it easier for the vehicle to drive onto it.In one version, the ramp is designed to be completely removable. Once the vehicle has driven onto the high storage level, it can be removed from the high storage level and placed into the container. This is particularly advantageous with an asymmetrical container design, as this will provide storage space on one side. Alternatively, one of the cross profiles of the floor could have an opening and a pocket in the floor that acts as a stop, so that the ramp can be inserted through the opening into the pocket and thus be held in the floor. In these versions, the ramp is formed, for example, by two unconnected lanes, e.g., two aluminum rails.

[0035] However, the ramp mentioned can also be provided as a separate structure in which it is used essentially stationary, i.e. is not transported with the container. The ramp here comprises two lanes, each having a self-supporting substructure, wherein the lanes or the substructures are connected to one another with connecting elements. The lanes preferably each have a first section and a second section, wherein the first section has a predetermined first gradient and the second section is adjustable between at least a second gradient and a third gradient. If the second sections are provided with the second gradient, they can connect to the high storage level at the second height.If the second sections are provided with the third gradient, they can connect to the elevated storage level if their position has been adjusted using the aforementioned adjustment mechanism. Furthermore, the stationary ramp can comprise connecting elements for connecting to the container, wherein the connecting elements preferably have pins that engage with the lower corners of the container. Connection can thus be achieved simply by placing the container on the pins.

[0036] Furthermore, it is preferred if the container, possibly together with a vehicle of a predetermined type located on the elevated storage level, has a Gl clearance gauge in accordance with DIN EN 15273-2:2017-10. This allows the container to be transported on almost all European rail routes and can be provided with the appropriate quality seals.

[0037] Furthermore, the container can include a hood to cover a first vehicle located on the ground and a second vehicle located on the elevated storage level. This is particularly advantageous when transporting valuable vehicles. The hood could, for example, be designed such that the container takes the form of an ISO container according to ISO 668. Furthermore, the hood is preferably designed such that the container with the hood has a Gl clearance profile according to DIN EN 15273-2:2017-10.

[0038] In summary, the invention can provide a container carrier wagon with a container according to the invention, wherein the container carrier wagon comprises at least four container pins and the container corners are placed on the container pins.

[0039] The container according to the invention also provides a particularly fast loading process, as its elevated storage level is not adjusted during the loading process. The loading process comprises the following steps:

[0040] - Provision of the container with the high storage level fixed on it (either the high storage level is already welded to the corner pillars or the adjustment mechanism is fixed, e.g. by means of screws),

[0041] - Providing an aid, preferably a ramp, extending from a subterranean level to the elevated storage level,

[0042] Driving a vehicle from the underground to the elevated storage level using the aid (if necessary, a vehicle can also drive onto the ground). In the aforementioned loading procedure, the container can be positioned first, and then the mobile ramp can be attached to it, e.g., hooked onto it. However, it is preferable to have a stationary ramp positioned before the container is positioned, in which case the procedure includes the following steps in the following order:

[0043] - Positioning the stationary ramp,

[0044] Picking up the container using a handling device,

[0045] Parking the container next to the stationary ramp, with the high storage level adjoining the stationary ramp with one broad side (i.e. the side normal to the direction of entry), preferably with the lowered broad side of the high storage level.

[0046] Since dismounting a person who has driven the vehicle onto the elevated storage level without additional equipment can be dangerous, a dismounting aid such as a frame with a ladder or stairs can be used. The procedure involves the following step: Positioning a dismounting aid offset from the stationary ramp so that, after the container is parked, the elevated storage level connects to the stationary ramp with one wide side and the container connects to the dismounting aid with one long side.

[0047] The dismounting aid can be adapted to the specific handling equipment. If the container has gripping edges on the sides of the floor and the handling equipment picks up the container, for example, using grippers at the gripping edges, the dismounting aid can be shorter than the distance between the two gripping edges and positioned so that the gripping edges of a parked container are on opposite sides of the dismounting aid.

[0048] With the pre-positioned stationary ramp, many containers can be loaded as quickly as possible, whereby the following steps can be carried out: after a vehicle has driven onto the high storage level, picking up the loaded container using the handling device, placing the container at another location, picking up another container according to the invention using the handling device,

[0049] Placing the additional container next to the stationary ramp, with its high storage level adjoining the stationary ramp with one broad side, preferably with the lowered broad side of the high storage level.

[0050] Advantageous embodiments of the container defined in the claims are explained in more detail below with reference to the figures. Figure 1 shows a container wagon with three ISO containers according to the prior art in a schematic side view.

[0051] Figure 2 shows a container wagon with three containers according to the invention and vehicles located therein in a schematic side view.

[0052] Figure 3 shows a container according to the invention in a schematic perspective view. Figures 4 and 5 show a container wagon with four containers according to the invention and vehicles located therein in a schematic side view and a schematic side view, respectively.

[0053] Perspective view.

[0054] Figures 6 to 8 show a particularly preferred embodiment of the container according to the invention in a side view (Figure 6), a sectional view (Figure 7), and a front view (Figure 8)

[0055] Figures 9 and 10 show the container of Figures 6 to 8 with a ramp for loading the containers in a side view (Figure 9) and a perspective view (Figure 10).

[0056] Figure 11 shows a further embodiment of the container according to the invention.

[0057] Figure 12 shows a variant of the container from Figure 11.

[0058] Figures 13 and 14 show a separate ramp specifically designed for transporting vehicles to the high storage level.

[0059] Figure 15 shows an adapter for stacking the container according to the invention.

[0060] Figure 16 shows two containers according to the invention stacked by means of the adapter from Figure 15.

[0061] Figure 1 shows a rail-bound container wagon 1, i.e., a conventional wagon for ISO containers 2 according to ISO 668. ISO containers 2 and container wagons 1 for transporting ISO containers 2 are widely used in practice and are available in large numbers. In order to safely store ISO containers 2 on the container wagon 1, several foldable container pins 3 are located on the supporting surface of the container wagon 1, which engage in standard lower container corners 4 of the ISO containers 2. ISO containers 2 typically have a lower container corner 4 at each lower corner, i.e., an ISO container 2 has four lower container corners 4.

[0062] Furthermore, Figure 1 shows that standard ISO containers 2 have four upper container corners 5 at their upper corners. These corners are designed to allow a handling device 6—in the example shown, a reach stacker—to engage the upper container corners 5 to pick up the ISO container 2 and subsequently handle it. This allows the ISO containers 2 to be handled, for example, from the ground onto the container wagon 1 or between a truck and the container wagon 1.

[0063] The upper and lower container corners 4, 5 are usually cast components and are standardized, for example, in ISO 1161:2016.

[0064] Figure 2 shows containers 7 according to the invention for transporting at least two vehicles 8, 9 arranged vertically one above the other. The vehicles 8, 9 are typically two-track vehicles, e.g., passenger cars or trucks.

[0065] The container 7 comprises a floor 10 for accommodating at least a first vehicle 8 and a high storage level 11 for accommodating at least a second vehicle 9. In order to store the high storage level 11 above the floor 10, the container 7 has four corner profiles 12 that extend vertically upwards from the floor 10 so that the high storage level 11 can be mounted on the corner profiles 12. As shown, the corner profiles 12 are provided at the corners of the floor 10. The corner profiles 12 can, for example, be struts with a rectangular or L-shaped cross-section. The longitudinal profiles, transverse profiles, and other profiles mentioned below can also be designed with a rectangular, L-shaped, or other shaped cross-section.

[0066] Apart from the above-mentioned structural features of the container 7 according to the invention, these should be imitated in as many properties as possible of an ISO container 2 so that the containers 8 according to the invention can also be transported on existing container wagons 1 or can be handled by means of existing handling equipment 6.

[0067] For this reason, the container 7 according to the invention comprises four lower container corners 13 for attachment to the container wagon 1. The lower container corners 13 can be designed essentially identically to the lower container corners 4 of ISO containers 2. It is even preferred if cast workpieces intended for ISO containers 2 are used for the lower container corners 13. Alternatively, the lower container corners 13 could, for example, also be formed integrally on the base 10 and at the same time be designed according to the corresponding specifications. In particular, the lower container corners 13 can comply with ISO 1161:2016 or another standard so that they can interact with conventional container pins 3. A container with four lower container corners 13 can thus be placed on the container pin 3 of the container wagon 1 and is subsequently compatible with it.In the embodiment of Figure 2, the containers 8 according to the invention are designed such that the corner profiles 12 do not protrude beyond the high storage level 11. Since a second vehicle 9 located on the high storage level 11 will form the highest point, it is not always possible to provide upper container corners that could be attacked by the handling device 6 of Figure 1. It is therefore provided (also preferred in all variants explained below) that four pockets 14 ("grappler pockets") are provided in the floor 10 as attack points for a handling device, into which gripper arms or gripper tongs 6' ("grappler") can engage, which can be provided as an attachment for a repack stacker. Neither the pockets 14 nor the gripper arms 6' are standardized.

[0068] In the embodiment of Figure 2, the corner profiles 12 can, for example, be welded to the floor 10 and the high storage level 11 to achieve the illustrated construction. Alternatively, however, temporary connections such as plug-in connections could also be used to detach the high storage level 11 from the corner profiles 12 and / or to remove the corner profiles 12 from the floor 10.

[0069] The floor 10 and the elevated storage level 11 can be two parallel slabs or cross-braced lanes. Lanes are understood to be wide enough to accommodate the vehicles 8, 9. The lanes are thus each, for example, at least 40 cm wide and / or a maximum of 100 cm wide. The lanes could also be formed directly on a slab.

[0070] The embodiment of Figure 3 shows a preferred embodiment of the container 7 according to the invention with expanded functionalities. On the one hand, it can be seen that the floor 10 and the high storage level 11 are not plates, but, as previously explained, each comprise two opposing lanes 15 that run in the container's longitudinal direction and are connected by struts 15' (specifically, the struts 15' also run below the lanes and connect two opposing longitudinal beams). The lanes 15 can be designed as metal sheets here. To save material, the lanes can begin directly on a first side of the floor 10, but not extend all the way to the other side. Likewise, the lanes can begin directly on a first side of the high storage level 11, but not extend all the way to the other side.This first side of the floor 10 and this first side of the elevated storage level 11, at which the lanes 15 each begin, are opposite one another due to the design according to the invention, since the vehicles are intended to drive onto the floor 10 and the elevated storage level 11 from opposite sides. The corner profiles 12 can each be equipped with a vertically extending rail 16, as shown in Figure 3. The rail 16 can, for example, be a recess into which a projection of the elevated storage level 11 can be hooked. Thus, the elevated storage level 11 could be mounted in the rail 16 so that it can be displaced vertically. However, this is by no means necessary, as will be apparent from Figure 11 explained later. For example, as shown in Figure 11, a mechanism such as a screw mechanism could be provided with which the elevated storage level 11 can be locked at a desired location.In alternative variants, an adjustment mechanism other than a rail 16 could be used, such as a vertical row of holes to lock the high storage level 11 at a desired location, e.g. by screwing it, as shown in Figure 11.

[0071] For example, all corner profiles 12 could have the adjustment mechanism, or it could also be provided that only two of the corner profiles have the adjustment mechanism. For example, if the high storage level 11 is a single level, it could be fixed in a vertical position at a front end, and a rear end could be height-adjustable, allowing the inclination to be adjusted. The terms "front" and "rear" herein refer, respectively, to the longitudinal direction of the container 7 (which can be determined by the arrangement of the lower container corners 13) and the direction of the lanes, in particular the lane on the floor 10.

[0072] However, the high-bearing level 11 does not have to be a flat arrangement, but could consist of two sections A1, A2, as shown in Figure 3, with the first section A1 arranged at an angle to the second section A2. Here, the first section A1 is mounted on two (front) corner profiles 12, and the second section A2 is mounted on the other two (rear) corner profiles 12. The sections A1, A2 could be rigidly (e.g., welded) or movably connected to each other.

[0073] The two sections A1, A2 could, for example, be connected to one another via a hinge 17, so that the inclination of the first section A1 to the second section A2 is freely adjustable, particularly if both sections A1, A2 are mounted on the corner profiles 12 in a height-adjustable manner. If necessary, the hinge 17 can comprise a locking mechanism so that a desired angle can be fixed between the sections A1, A2, whereby the high storage level 11 can be stiffened. As shown in Figure 12, the high storage level 11 could also have three sections A1, A2, and A3. Section A1 is mounted on two of the corner profiles 12 and is arranged essentially horizontally. Section A2 is mounted on the two other corner profiles 12 and has essentially the same incline as the second section A2 of Figures 6 to 11.However, in order to make the transition from the first section A1 to the second section A2 less abrupt, a third section A3 is provided between the first section A1 and the second section A3. The third section A3 is therefore not attached to any of the corner profiles 12, but only to the two other sections A1, A2. The third section A3 has a gradient with respect to the horizontal that lies between the gradient of the first section A1 and the gradient of the second section A2. The introduction of the third section A3 enables vehicles with a lower ground clearance to drive onto the elevated storage level 11 (see, for example, Figure 7, which shows that the vehicle must have a certain ground clearance). The length of the third section, measured in the direction of the lanes, is at least 300 mm, preferably 600 mm to 1000 mm.It is clear that this is specifically designed for 20-foot containers 7, as it does not affect the roofline of the vehicle on the floor 10. The different heights H1 and H2, at which the high storage level 11 is mounted on two of the corner pillars 12, can be selected with only two sections, as in the other variants.

[0074] From the view of Figure 3, it can further be seen that the height Hl of the first section A1 at the corner profiles 12 (in the illustration at the left end) is selected such that a first vehicle 8 can drive onto the floor 10 of the container 7 from the left (front). The height Hl is, for example, between 1.5 meters and 2.5 meters, preferably substantially 2 meters above the floor 10 (preferably measured from an underside of the floor 10, i.e., a support surface on which the container 7 stands). At the opposite end (rear), the height H2 of the second section A2 at the corner profiles 12 is lowered compared to the first height Hl. The height H2 is, for example, between 0.5 meters and 1.5 meters, preferably substantially 0.8 meters (the preferred sizes of the first and second heights Hl, H2 are advantageous for all embodiments described herein). More generally, this could also be provided for a flat elevated storage level 11, i.e.a flat high storage level 11 is arranged obliquely with respect to a horizontal plane on the corner profiles 12 and runs from the first height H1 to the second height H2. The different heights H1, H2 are possible due to the usual vehicle shapes and have the effect that a second vehicle 9 located on the high storage level 11 can be lowered, whereby a lower overall height can be achieved and, for example, the container 7 together with a second vehicle 9 of a predetermined type located on the high storage level 11 lie within a predetermined clearance profile such as a Gl clearance profile. It is understood that such a construction is specifically for a container 7 on which a single vehicle is to be arranged per level, ie for a 20-foot container.

[0075] Furthermore, it is evident that the lowered height H2 facilitates the access of the second vehicle 9 to the high storage level 11, even if this is still only possible using external aids such as a ramp, as described below in connection with Figures 9 to 13. Such a ramp could be attached to two corner profiles 12 or the high storage level 11. In the example shown, it makes sense for the ramp to be attached to the corner profiles 12 at the lowered end of the high storage level 11.

[0076] As in the embodiment of Figure 2, pockets 13 could also be provided in the floor 10 for the container 7 of the embodiment of Figure 3, which serve as engagement points for a handling device 6. Alternatively or additionally, the corner profiles 12 could also protrude above the high storage level 11 and have upper container corners (not shown) at their ends facing away from the floor 10, which in turn could comply with ISO 1161:2016. This is particularly advantageous if the corner profiles 12 are the same length, since the upper container corners are then at the same height. In this embodiment, the container 7 could again be lifted by a reach stacker as in Figure 1. The container 7 could have both upper container corners and the pockets 13 in order to be handled as flexibly as possible.

[0077] In the container 7, it could further be provided that the elevated storage level 11 is removable from the corner profiles 12, e.g., if the elevated storage level 11 can be detached from the illustrated rail 16. Furthermore, the corner profiles 12 can be disassembled from the floor 10, which could be achieved by plug-in connections. In other words, it could be provided that the floor 10, the corner profiles 12, and the elevated storage level 11 are not permanently connected to one another, but rather are detachably connected, although this is not always preferred.

[0078] The width and height of the container 7 are essentially chosen arbitrarily, although it is generally provided that the container 7 has a predetermined clearance profile, e.g. a Gl clearance profile according to DIN EN 15273-2:2017-10. This means that the container 7 can be transported using standard container wagons 1 on almost all routes in Europe. The length of the container 7 is 20 feet. This is because such a container 7 can be combined with other identical containers 7 or with ISO containers with a length of 20 feet or 40 feet on a container wagon 1 with a length of 40 feet, 60 feet or 80 feet. The 20 feet are measured along the longest side (long side L) of the container 7. Along the transverse side Q (normal to the long side L in a horizontal plane) it can be, for example, essentially 8 feet. The height can, for example, be essentially 10 feet.

[0079] Figures 4 and 5 show, for example, a container wagon 1 with a length of 80 feet. On this container wagon 1, four containers 7 according to the invention, each with a length of 20 feet, are transported. Alternatively, however, two containers 7 according to the invention, each with a length of 20 feet, could also be transported together with two ISO containers with a length of 20 feet, or one container 7 according to the invention, each with a length of 20 feet, could be transported together with three ISO containers with a length of 20 feet, or three containers 7 according to the invention, each with a length of 20 feet, could be transported together with one ISO container with a length of 20 feet. It is understood that further combinations of containers 7 according to the invention with ISO containers are possible, e.g. if the ISO containers have a length of 40 feet or 60 feet.

[0080] Longer containers, e.g., containers with a length of 40 feet or 60 feet or more, have the advantage over shorter containers 7 with a length of 20 feet, as shown in Figures 3 to 5, that only one handling operation is necessary to transfer all vehicles 8, 9 onto the container wagon 1. With a full load, this system therefore requires less effort. The advantage of shorter containers 7, however, is that vehicles or loaded containers 7 can be transferred individually onto the container wagon 1, and full loading is not necessary. ISO containers (or other containers) can also be mixed with the containers 7 according to the invention on the container wagon 1.

[0081] The container 7 could also have more than four lower container corners 13, which are not only provided at the corners of the container 7, but can be distributed over the entire length of the floor 10 if container pins 3 are provided at the corresponding locations on the container carrying wagon 1. Furthermore, several vertical supports could also be provided, extending between the corner profiles 12 between the floor 10 and the high storage level 11. Typically, all components of the container 7, i.e. the floor 10, the corner profiles 12 and the high storage level 11, are made of metal. However, it could be provided that the aforementioned components are also partially or entirely made of plastic or other materials in order to further reduce the weight of the container 7.

[0082] Furthermore, the container 7 according to the invention could have at least one crossing facility that allows vehicles 8, 9 to drive from a container 7 on a first wagon 1 to a container 7 of the same wagon 1 or the next wagon 1. In a first variant, the crossing facility can be formed by an extendable or extendable lane. The lane can, for example, be pushed into the ground 10 or into the elevated storage level 11 when not needed. In a second variant, the crossing facility 20 can be pivoted from a first position, in which the crossing facility is, for example, essentially vertical, to a second position, in which the crossing facility 20 is, for example, essentially horizontal. In the first position, the crossing facility can represent a protection to prevent the vehicle 8, 9 from driving out. The first position can be used for transporting the vehicles 8, 9.In the second position, the crossing possibility can represent a crossing possibility so that vehicles 8, 9 can drive from a container 7 on a first wagon 1 to a container 7 of the next wagon 1.

[0083] The crossing points can be provided on one or both sides of the floor 10 and / or the elevated storage level 11. Preferably, however, the container 7 has two upper crossing points and / or two lower crossing points. Such crossing points could be used for containers 7 as shown in Figure 2 or for containers 7 arranged in opposite directions with an at least partially inclined elevated storage level 11 (here, the first heights H1 of the elevated storage levels are located directly adjacent to one another) to create a crossing point 20 between two containers 7 on the same carriage 1.

[0084] Figures 6 and 7 show a preferred variant of the container 7. It is evident that optional support struts 21 can be provided between the floor 10 and the corner profiles 12 or between each two corner profiles 12. Furthermore, additional support struts 21 can be mounted between two of the support struts 21. Four of the support struts 21 can form an upper border. For this purpose, they are each mounted on the ends of the corner profiles 12 facing away from the floor 10. The floor 10, the four corner profiles 12 and the upper border thus form a cuboid. A particularly preferred arrangement of the vehicles 8, 9 on the container 7 can be seen in particular from Figures 6 to 8, but also from Figures 4 and 5. Here, exactly one vehicle 8 is located on the floor 10 and exactly one vehicle 9 is located on the high storage level 11. To maintain a desired clearance profile, e.g.the combined Gl and KV clearance profile (reference symbol Gl&KV in Figure 8, which shows in particular the Gl&KV PR 140 clearance profile), the vehicles 8, 9 are arranged in opposite directions, i.e. the front of the vehicle 8 arranged on the ground 10 points in a first direction and the front of the vehicle 9 located on the high storage level 11 points in the other direction, wherein the said direction runs in the longitudinal direction L (along the longest side) of the container 7. Furthermore, a high storage level 11 with two sections A1, A2 arranged at an angle to one another is used (with or without a hinge), as described above. This allows the rear of the vehicle 9 located on the high storage level 11 to be arranged lower than its front, which reduces the overall height, since vehicles 8, 9 have a lower overall height at the front than at the rear due to the engine hood.

[0085] It can be seen from Figure 8 that only this configuration enables the container 7, when loaded with the two vehicles 8, 9, to lie within the Gl&KV clearance profile, e.g. when the container 7 is on the wagon 1. If the combination of the features of high storage level 11 with two sections A1, A2, vehicles 8, 9 arranged in opposite directions and the lowered rear of the upper vehicle 9 were not used, the loaded container 7 (or the upper vehicle 9) would protrude above the Gl&KV clearance profile. It is understood that by further lowering the high storage level 11, for example, larger vehicles can be located on the high storage level 11 and still not exceed a predetermined clearance profile.

[0086] It is further apparent from Figure 8 that asymmetric loading of the container 7 can be provided, i.e. the two vehicles 8, 9 are arranged offset in the transverse direction Q (which runs perpendicular to the longitudinal direction L). The purpose of this is to create a greater distance between the vehicle and the side surface of the container on the driver's side (or possibly also on the passenger side), in particular if support struts 21 are provided at these points. Despite the extremely limited container dimensions, a driver can get out of the vehicle. The asymmetric distribution of the vehicles 8, 9, which are arranged offset in the transverse direction, subsequently enables the container 7 to be lifted with a symmetrical weight distribution. The aforementioned asymmetric distribution can be achieved on the one hand by manually loading the vehicles 8, 9 asymmetrically onto an essentially symmetrical container 7.However, asymmetric loading can also be "enforced" by an asymmetric design of the container 7. For example, the floor 10 could have asymmetrically designed lanes 15, so that a vehicle 8 driving onto the floor 10 drives onto the container 7 on the right with respect to a central, vertical plane running along the longitudinal direction of the container 7. Likewise, the high storage level 11 could have asymmetrically designed lanes 15, so that a vehicle 9 driving onto the floor 10 drives onto the container 7 on the left with respect to said plane.

[0087] As an alternative to asymmetrical lanes 15, other precautions could also be taken, such as wheel chocks arranged asymmetrically on the lanes 15, so that a vehicle 8 located on the ground 10 is fixed to the right of the said level by the wheel chock(s) and a vehicle 9 located on the high storage level 11 is fixed to the left of the said level by the wheel chock(s).

[0088] However, since asymmetric loading of the container 7 is not always desirable, alternative arrangements can be provided, which are illustrated in Figures 11 and 12. It can be seen that although the container 7 has support struts 21 on its longitudinal sides, a central region M (e.g., a middle third, a middle quarter, or a middle fifth) is free of support struts 21 to enable the opening of a vehicle door of a lower vehicle 8.

[0089] As previously explained, the high storage level 11 is attached to the corner profiles 12 on one side at a first height H1 and to the corner profiles 12 on the opposite side at a second height H2 in order to utilize the height available within a clearance profile as best as possible. In contrast to the prior art solutions, the high storage level 11 is fixed (“pre-assembled”) to the corner profiles 12 before loading with the upper vehicle, so that the latter is essentially provided as a one-piece container 7 without any movable elements. The height adjustability of the high storage level 11 explained above is only rarely used, e.g. 2-3 times over the service life of the container 7, e.g. to adapt the container 7 to a new class of vehicle. In particular, the height adjustability does not allow for situations in which the high storage level 11 could be fixed with one end at the level of the floor 10.However, such a container 7 with a pre-assembled elevated storage level 11, located at both ends at respective distances above the ground 10, simultaneously makes it impossible for a vehicle 9 to drive onto the elevated storage level 11 without additional aids. Aids for moving vehicles 9 onto the elevated storage level 11 can, for example, be a mound (made of bulk material, earth, concrete, etc.) prefabricated at the loading site. Alternatively, the aids could be a ramp 30 (Figures 9 to 12) carried on the container 7 or a substantially stationary ramp 40 (Figures 13, 14).

[0090] Figures 9 to 12 show the container 7 according to the invention, wherein a ramp 30 can be attached to the elevated storage level 11 or to the traffic lanes 15 of the elevated storage level 11, whereby the container 7 can be fully loaded while standing on a surface such as a road. The ramp 30 preferably has a predetermined length so that it assumes the same angle with respect to a horizontal plane as an inclined section of the elevated storage level 11. The ramp 30 could also be longer, thereby enabling a lower gradient and thus the access of vehicles with a lower ground clearance. The elevated storage level 11 can have receptacles for suspending the ramp 30. Optionally, one of the support structures 21, which is located directly above the lowest section of the elevated storage level 11, can be designed as an openable gate.From Figures 6 and 8 it can be seen that the ramp 30 can be stowed in the container 7 once the vehicle 9 has been moved onto the high storage level 11. Alternatively, the two lanes of this ramp could be extendable from the high storage level 11. In a further variant, the ramp could be stowed parallel to the floor 11 and on or in it. For this purpose, a pocket T (Figure 11) can be provided which is mounted on the floor 10. The two lanes of the ramp 30 can be pushed onto or into the floor 10 from one side until one end of the ramp 30 is received in the pocket T, in which state the other end of the ramp 30 is essentially in the area of ​​a cross strut of the floor 10 and thus no longer protrudes from it.

[0091] Figures 13 and 14 show a substantially stationary ramp 40. By "substantially stationary" is meant herein that the ramp 40 usually remains at the loading location and is not carried on the container 7. However, it is understood that the stationary ramp 40 could be moved to another location by suitable means (e.g., loading onto another vehicle). The stationary ramp 40 comprises two lanes 41, each having a self-supporting substructure 42. The term "self-supporting" means that they can withstand vehicle traffic without the lanes 41 having to be suspended from the elevated storage level 11. The lanes 41 or the substructures 42 are connected to one another by connecting elements 43 so that the lanes 41 are arranged at a predefined distance from one another.

[0092] The lanes 41 could be flat or designed with different gradients, each increasing in the direction of travel, but could be non-adjustable. However, they could then only be positioned at a specific height H2 of the elevated storage level 11. This is particularly useful if the container 7 does not include an adjustment mechanism for the elevated storage level 11, but rather the elevated storage level 11 is mounted non-adjustably (e.g., welded) to the corner profiles 12.

[0093] Alternatively, however, the lanes 41 can each have a first section 44 and a second section 45, wherein the first section 44 has a predetermined first gradient and the second section 45 is adjustable between at least a second gradient and a third gradient. If the second sections 45 are provided with the second gradient, they can connect to the high storage level 11 at the second height H2. If the second sections are provided with the third gradient, they can connect to the high storage level 11 if their position or height has been adjusted using the aforementioned adjustment mechanism.

[0094] The multiple sections with different gradients have the particular advantage that even vehicles with low ground clearance can drive onto the ramp and the elevated storage level 11. In the drive-up direction, the gradients of the sections and at least of the first section of the elevated storage level 11 in the drive-up direction are therefore preferably increasing.

[0095] Furthermore, Figure 13 shows that the ramp 40 can have connecting elements 46 for connecting to the container 7, wherein the connecting elements 46 preferably have pins that engage in the lower corners of the container. Alternative connecting elements, which, for example, encompass the transverse profiles of the floor 10, are also conceivable.

[0096] The stationary ramp 40 in combination with the container 7 according to the invention surprisingly enables particularly rapid loading of the containers 7. In particular, the stationary ramp 40 can be pre-positioned and used to load many containers 7 according to the invention. During the loading process, the stationary ramp 40 can thus be pre-positioned and optionally a dismounting aid 46 can also be pre-positioned to enable the person driving the upper vehicle onto the high storage level to dismount from the container 7. The dismounting aid 46 (e.g. a frame with stairs or ladder) is arranged offset with respect to the stationary ramp 40 so that a container 7 can be placed between the two pre-positioned dismounting aids 46 and the stationary ramp 40 and one broad side of the container 7 then comes to rest next to the stationary ramp 40 and one long side of the container 7 comes to rest next to the dismounting aid 46.A handling device can now pick up a container 7 located at a different location, preferably at the gripping edges 31 or at the upper container corners, and place it next to the stationary ramp 40, so that the high storage level 11, preferably with the lowered side of height H2, adjoins the stationary ramp 40. The dismounting aid 46, if present, is usually located between the handling device and the container 7 when the container 7 is placed down, but this is not a problem since there is usually free space between the handling device and the container 7. However, if the container 7 is gripped by the handling device with grippers at the gripping edges 31, care is usually taken to ensure that the dismounting aid 46 is located between the gripping edges 31.After loading, the container 7 can be lifted again and moved to another location, although the stationary ramp 40 and the optional dismounting aid 46 can remain in place. The loading process, which includes the steps of placing an unloaded container on the pre-positioned stationary ramp 40 and the pre-positioned optional dismounting aid 46, loading a vehicle onto the elevated storage level (or onto the ground if necessary), and removing the container 7, can be repeated as often as desired without having to reposition the stationary ramp 40 and the optional dismounting aid 46.

[0097] Returning to Figure 11, it can be seen that the container 7 according to the invention can be designed to be particularly stable and without moving parts, but at the same time particularly lightweight. In particular, the container 7 can have two longitudinal profiles 101 and two transverse profiles 102 that form a horizontal frame of the floor 10, with struts 103 extending parallel to the transverse profiles 102 between the longitudinal profiles 101, on which two metal sheets are located to form the lower traffic lanes. The lower container corners 13 are located at the connection points of the longitudinal profiles 101 and the transverse profiles 102. The corner profiles 12 project vertically upwards from the container corners 13. The longitudinal profiles 101, transverse profiles 102, container corners 13, and corner profiles 12 are welded together here. Perforated plates 104, which form the adjustment mechanism, are attached to the corner profiles 12.Optionally, support struts 21 can be arranged in vertical planes extending through the longitudinal profiles 101, some of which are perpendicular to the longitudinal profiles 101 and some of which are oblique to the longitudinal profiles 101. In particular, support struts perpendicular to the longitudinal profiles 101 can also have perforated plates 104. Anti-slip strips directed upwards are preferably provided on the longitudinal profiles 101 of the floor 10 and the longitudinal profiles 106 of the elevated storage level, since the longitudinal profiles 101, 106 can be slippery, particularly in the rain, and can pose a hazard to persons exiting the vehicles, particularly when they have to descend from the elevated storage level 11.

[0098] The elevated storage level 11 of Figure 11 comprises two transverse profiles 105 and two, three, or more longitudinal profiles 106 per side, which are welded together at an angle in the longitudinal direction to form the aforementioned sections A1, A2. Alternatively, only one longitudinal profile 106 could be present per side. Several struts 15' lie parallel to the transverse profiles 105 and connect the longitudinal profiles 106. Two metal sheets are located on the struts 15' to form the upper travel lanes. At opposite positions to the perforated plates 104 are angle pieces 107 with holes in the longitudinal profiles. The height adjustability of the elevated storage level 11 can be achieved by inserting screws through the holes in the angle pieces 107 and the desired holes in the perforated plates.

[0099] For the sake of completeness, it should be noted that the floor 10 can also be adapted so that vehicles with lower ground clearance can drive onto it. A transverse profile 102 of the floor 10, which lies beneath the first section A1, has a beveled profile in the area of ​​the lanes, e.g., a triangular cross-section. In the areas outside the lanes, this transverse profile 102 has a different shape, e.g., a rectangular cross-section.

[0100] From Figures 6, 10, and 11, it can be seen that four gripping edges 31 can be arranged on the sides of the base 10 of the container 7 (which, however, do not extend above or below the base 10 in the transverse direction), which enable another possibility for handling the container 7, in particular by means of gripping tongs of a so-called top spreader. The gripping edges 31 make it possible, in particular, to omit the pockets 14 provided in the base 10, which either provide a higher base 10 (Figure 3) or are responsible for two elongated humps in the base 10 (see Figure 10) that make loading the container 7 more difficult. Therefore, it is preferred that no pockets 14 are provided in the base 10, but that they extend in the transverse direction of the container 7, but rather four gripping edges 31 are provided on the sides of the base 10.This allows a low, level floor 10 to be achieved, while still allowing for handling on the floor 10.

[0101] From some of the variants explained above, it can be seen that the upper vehicle 9 projects beyond the upper ends of the corner profiles 12, i.e., the corner profiles 12 are shorter than the overall height of the container 7 in the loaded state (i.e., the corner profiles 12 already end below the uppermost point of the upper vehicle 9). To nevertheless enable stacking of these containers 7, an adapter 50 can be provided, as shown in Figures 15 and 16, which adapter consists of a substantially rectangular frame 51 and two or four extension pillars 52. Such an adapter 50 can be placed on a loaded container 7 by placing the extension pillars 52 on the upper container corners of the corner profiles 12, so that the frame 51 is located substantially horizontally above the container 7.The frame 51 has container pins 53 at its four corner points for engaging in the lower container corners 13 of another container 7 according to the invention or an ISO container in order to enable stackability.

[0102] It should be noted at this point that a length of 20 feet corresponds to a length of approximately 6.1 meters, a length of 40 feet to a length of essentially 12.2 meters and a length of 60 feet to essentially 18.3 meters.

Claims

Claims:

1. Container (7), in particular for mounting on a rail-bound container wagon (1), wherein the container (7) has a base (10) with four lower container corners (13) for mounting on the container wagon (1), wherein the container corners (13) are preferably designed according to ISO 1161:2016, and wherein the container (7) has attachment points for a handling device (6), the base (10) of the container (7) is designed to accommodate a first vehicle (8), wherein the container (7) has four corner profiles (12) which extend vertically upwards from the base (10), and wherein the container (7) comprises a high storage level (11) for receiving a second vehicle (9), wherein the high storage level (11) is mounted on the four corner profiles (12), characterized in that the length of the container (7) is 20 feet.

2. Container (7) according to claim 1, wherein the high storage level (11) is located at a first height (Hl) above the floor (10) on two of the corner profiles (12) and at a second height (H2) above the floor (10) on two of the corner profiles (12), wherein the second height (H2) is less than the first height (Hl).

3. Container (7) according to claim 1 or 2, wherein exactly one vehicle (8) is located on the floor (10) and exactly one vehicle (9) is located on the high storage level (11), wherein the two vehicles (8, 9) preferably each have a length of at least 60%, particularly preferably a length of between 75% and 95%, of the container (7).

4. Container (7) according to claim 3, wherein the vehicles (8, 9) are arranged opposite each other on the container (7) so that they each face opposite end sides of the container (7).

5. Container (7) according to one of claims 1 to 4, wherein the high storage level (11) comprises at least a first section (Al) and a second section (A2), wherein the first section (Al) is arranged at an angle to the second section (A2), and wherein the first section (Al) is mounted on two of the corner profiles (12) and the second section (A2) is mounted on the other two corner profiles (12), wherein the first section (Al) and the second section (A2) are preferably rigidly connected to one another.

6. Container according to claim 4 in combination with claim 5, wherein the rear of the vehicle (9) located on the high storage level (11) is arranged on the lower of the two sections (A1, A2) and preferably the container (7) and in particular also the vehicle (9) located on the high storage level (11) is located within the Gl clearance profile according to DIN EN 15273-2:2017-10 and / or within the Gl&KV clearance profile.

7. Container (7) according to one of claims 1 to 6, wherein the first height (Hl) is between 1.5 m and 2.5 m and / or wherein the second height (H2) is between 0.3 m and 1.5 m.

8. Container (7) according to one of claims 1 to 7, wherein the high storage level (11) is permanently attached to the corner profiles (12).

9. Container (7) according to one of claims 1 to 7, wherein at least two, preferably all four, corner profiles (12) have an adjustment mechanism for vertically adjusting the height of the high storage level (11), wherein the adjustment mechanisms are designed such that in all positions of the high storage level (11) the ends of the high storage level (11) have a distance from the floor (10) of preferably at least 30 cm or at least 50 cm.

10. Container (7) according to one of the preceding claims, wherein the base (10) comprises two longitudinal profiles (101) and two transverse profiles (102), wherein the longitudinal profiles (101), the transverse profiles (102), the lower container corners (13) and the corner profiles (13) are welded together.

11. Container (7) according to one of the preceding claims, comprising at least one support strut (21) which is fastened at one point to a longitudinal side of the floor (10) and at another point to the high storage level (11) or a corner profile (12) and is preferably welded at both points.

12. Container (7) according to one of the preceding claims, wherein the engagement points for the handling device comprise pockets (14) provided in the floor for gripping arms (6') or four gripping edges (31) arranged on sides of the floor (10).

13. Container (7) according to one of the preceding claims, wherein the corner profiles (12) are of equal length and the points of engagement for the handling device (6) comprise four upper Container corners which are located at the ends of the corner profiles facing away from the floor (10) (12) and are preferably designed according to ISO 1161:2016.

14. Container (7) according to one of the preceding claims, further comprising an adapter (50) with a substantially rectangular frame (51) and two or four extension posts (52) which can be connected to upper container corners on the corner profiles, wherein the frame (51) comprises container pins (53) at four corner points for engagement with container corners (13) of another container.

15. Container (7) according to one of the preceding claims, wherein the container (7) further comprises a ramp (30) which can be attached to the high storage level (11), wherein the ramp preferably has a length such that it extends from the high storage level (11) to a flat surface on which the container (7) stands.

16. System comprising a container wagon (1) and a container (7) according to one of claims 1 to 15, wherein the length of the container wagon (1) is 40 feet, 60 feet or 80 feet, wherein the container wagon (1) is loaded with said container (7) and with at least one further container according to one of claims 1 to 14 or an ISO container.

17. System comprising a container (7) according to one of claims 1 to 15 and a substantially stationary ramp (40), wherein the substantially stationary ramp (40) comprises two lanes (41) each having a self-supporting substructure (42), wherein the lanes are connected by means of connecting elements (43).

18. System according to claim 17, wherein the lanes (41) each comprise two or more sections having different gradients, wherein the gradients are preferably designed to rise in the approach direction.

19. System according to claim 18, wherein the gradient of that portion of the two lanes facing the container is adjustable.

20. System according to one of claims 17 to 19, wherein the ramp (40) comprises connecting elements (46) for connection to the container, wherein the connecting elements (46) preferably have pins which are inserted into the lower container corners (13) of the container (7).

21. A method for loading a container (7) according to any one of claims 1 to 15, comprising the steps: - Providing the container (7) with the high storage level fixed thereon, providing an aid, preferably a ramp (30, 40) extending from a base to the high storage level, Driving a vehicle from the underground via the aid to the elevated storage level (11).

22. The method of claim 21, wherein the aid is a stationary ramp and the method comprises the following steps in the following order: - Positioning the stationary ramp (40), Picking up the container (7) by means of a handling device, Placing the container (7) next to the stationary ramp (40), wherein the high storage level (11) adjoins the stationary ramp (40) with one broad side, preferably with the lowered broad side of the high storage level (11).

23. A method according to claim 22, comprising the following step before picking up the container (7): - Positioning a dismounting aid (46) offset from the stationary ramp (40) so that the high storage level (11) is connected to the stationary ramp (40) with a broad side after the container (7) has been placed down and the container (7) is connected to the dismounting aid (46) with a long side.

24. The method according to claim 23, wherein the container (7) has gripping edges (31) on the sides of the base (10) and the handling device picks up the container (7) by means of gripping tongs on the gripping edges (31), and wherein the dismounting aid (46) has a length which is less than the distance between the two gripping edges (31) and is positioned such that the gripping edges (31) of a parked container (7) are on opposite sides of the dismounting aid (46).

25. Method according to one of claims 22 to 24, comprising the following steps: after driving a vehicle onto the high storage level (11), picking up the loaded container (7) by means of the handling device, Placing the container (7) at another location, picking up another container (7) according to one of claims 1 to 14 by means of the handling device, Placing the further container (7) next to the stationary ramp (40), wherein its high storage level (11) adjoins the stationary ramp (40) with one broad side, preferably with the lowered broad side of the high storage level (11).

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