Intermodal container

An intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts; the at least one shelf comprising: a front beam; a rear beam; a first strap bar extending from the front beam away from the shelf; and a second strap bar extending from the rear beam away from the shelf.

TECHNICAL FIELD

The invention relates to transport containers, and, more particularly, to intermodal transport containers that efficiently use the available space in a transportation means.

BACKGROUND

Currently in the transportation industry, wooden pallets are used to store material when shipping, and pallet racking systems are used when in storage. Because the wooden pallet has only a bottom and generally no sides, material to be transported is loaded on top of the pallet and secured using shrink wrap which is also a protection mechanism for the material. There is no known designed stacking mechanism for pallets so they are stacked only if the material loaded presents a flat enough surface to load another pallet on top it. The pallet racking systems are usually fixed inside of buildings and are not adjustable for load sizes.

In both instances described above it is not possible to maximize available space in the transportation means, such as a road, air, rail, and sea, and protect or secure the load fully.

Currently wood is used for blocking and bracing of loads inside of a shipping container. Based on the sizes and dimensions of pallets or other loaded items, wood is cut to size and placed to brace the internal load. This wood is cut to specific load configurations and usually cannot be used for the same application more than once so it is discarded when the shipping container is unloaded.

Other known intermodal containers do not provide shock dampening, self-centered stacking and maximizing of available space. Other known intermodal containers are generally very heavy which leads to problems in of itself.

Thus there is a need for an intermodal container that overcomes the above listed and other disadvantages.

SUMMARY OF THE INVENTION

The disclosed invention relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts; a front floor beam attached to the first and fourth posts; a rear floor beam attached to the second and third posts; at least one cross beam attached to the front floor beam and rear floor beam; a first floor beam notch located on the front floor beam and generally collinear with the cross beam; a first cross beam notch located on the cross beam, the first cross beam notch generally located on the front floor beam end of the cross beam, and generally collinear with the cross beam; a first cut-out located in the cross beam, the first cut-out forming a first gap located between the cross beam and the front floor beam; a first bar attached to the first floor beam notch and the first cross beam notch, and traversing the first gap; a second floor beam notch located on the rear floor beam and generally collinear with the cross beam; a second cross beam notch located on the cross beam, the second cross beam notch generally located on the rear floor beam end of the cross beam, and generally collinear with the cross beam; a second cut-out located in the cross beam, the cut-out forming a second gap located between the cross beam and the rear floor beam; a second bar attached to the second floor beam notch and the second cross beam notch, and traversing the second gap; where the first gap is configured to allow a strap to slide through the first gap and wrap around the first bar and is further configured to allow a hook to slide through the first gap and hook onto the first bar; and where the second gap is configured to allow a strap to slide through the second gap and wrap around the second bar and is further configured to allow a hook to slide through the second gap and hook onto the second bar.

The invention also relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts; a first side floor beam attached to the first and second posts; a second side floor beam attached to the third and fourth posts; at least one longitudinal cross beam attached to the first side floor beam and second side floor beam; a first side floor beam notch located on the first side floor beam and generally collinear with the longitudinal cross beam; a first longitudinal cross beam notch located on the longitudinal cross beam, the first longitudinal cross beam notch generally located on the first side floor beam end of the longitudinal cross beam, and generally collinear with the longitudinal cross beam; a first cut-out located in the longitudinal cross beam, the first cut-out forming a first gap located between the longitudinal cross beam and the first side floor beam; a first bar attached to the first side floor beam notch and the first longitudinal cross beam notch, and traversing the first gap; a second side floor beam notch located on the second side floor beam and generally collinear with the longitudinal cross beam; a second longitudinal cross beam notch located on the longitudinal cross beam, the second longitudinal cross beam notch generally located on the second side floor beam end of the longitudinal cross beam, and generally collinear with the longitudinal cross beam; a second cut-out located in the longitudinal cross beam, the cut-out forming a second gap located between the longitudinal cross beam and the second side floor beam; a second bar attached to the second floor beam notch and the second cross beam notch, and traversing the second gap; where the first gap is configured to allow a strap to slide through the first gap and wrap around the first bar and is further configured to allow a hook to slide through the first gap and hook onto the first bar; and where the second gap is configured to allow a strap to slide through the second gap and wrap around the second bar and is further configured to allow a hook to slide through the second gap and hook onto the second bar.

In addition, the invention relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts; the at least one shelf comprising: a front beam; a rear beam; a first strap bar extending from the front beam away from the shelf; and a second strap bar extending from the rear beam away from the shelf.

Additionally, the invention relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; a first post top side hole located at the top of the first post; a first post top center hole located at the top of the first post and adjacent to the first post top side hole; a first post top front hole located at the top of the first post and adjacent to the first post top center hole; a first post bottom side hole located at the bottom of the first post; a first post bottom center hole located at the bottom of the first post and adjacent to the first post bottom side hole; a first post bottom front hole located at the bottom of the first post and adjacent to the first post bottom center hole; and where each of the side holes, center holes, and front holes are configured to be large enough to accept a cargo strap or a means for locking two adjacent intermodal containers together.

The invention also relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts, the at least one shelf comprising: a grid; a front beam attached to the underside of the grid; a first side beam attached to the underside of the grid and to the front beam at generally a right angle to the front beam; a second side beam attached to the underside of the grid and to the front beam at generally a right angle to the front beam; a rear beam attached to the underside to the grid and to the first and second side beams, at generally right angles to the first and second side beams; a liquid barrier plate attached to the front, first side, second side and rear beams, and located generally under the grid; a drain hole located in the rear beam or front beam, the drain hole configured to drain liquid collected on the liquid barrier plate and direct the liquid down the first side panel or the second side panel.

Also, the invention relates to an intermodal container comprising: a first post; a first side panel attached to the first post; a second post, attached to the first side panel; a third post; a second side panel attached to the third post; a fourth post attached to the second side panel; a front panel attached to the first and fourth posts; a rear panel attached to the second and third posts; a first bottom support member attached to the first and second posts, and located generally at the bottom of the intermodal container, the first bottom support member comprising: a first slot; a second bottom support member attached to the third and fourth posts, and located generally at the bottom of the intermodal container, the second bottom support member comprising: a second slot; at least one shelf attached to the first, second, third, and fourth posts, and where the shelf can attach to the posts at a plurality of heights along the posts; the first side panel comprising: a top beam attached to the first and second posts, and located generally at the top of the intermodal container; a first sliding bar slideably attached to the top beam, the first sliding bar slideable in generally a vertical direction, the first sliding bar generally parallel with the first post, the first sliding bar having a pin hole located generally near the top of the first sliding bar; the second side panel comprising: a top beam attached to the third and fourth posts, and located generally at the top of the intermodal container; a second sliding bar slideably attached to the top beam, the second sliding bar slideable in generally a vertical direction, the second sliding bar generally parallel with the third post, the second sliding bar having a pin hole located generally near the top of the second sliding bar; where the first sliding bar is configured to slide into a first slot of a second intermodal container stacked on the first intermodal container, and the first sliding bar is configured to be locked in place with a pin that is configured to slide through the pin hole in the first sliding bar; and where the second sliding bar is configured to slide into a second slot of a second intermodal container stacked on the first intermodal container, and the second sliding bar is configured to be locked in place with a pin that is configured to slide through the pin hole in the second sliding bar.

DETAILED DESCRIPTION

The disclosed intermodal container may be an industrial strength container designed to protect and secure material during storage and transportation while generally maximizing the available space in shipping assets for road, rail, air and sea. Additional space saving may be achieved while in storage since the disclosed intermodal container is generally stackable when loaded with material and generally collapsible to a generally flat configuration when empty.

A known problem associated with shipping material is maximizing the available space in different shipping modes. The disclosed intermodal container solves this problem by not only generally maximizing space in one type of shipping mode but also being transferable to a different mode and also maximizing that space as well, i.e. the intermodal container may occupy about 90% of the space available in a 20 foot ISO container for shipping by sea and then be transferred to an air pallet where it may occupy about 99% of the space allowed without having to change the configuration.

A second known problem associated with shipping material is protecting the material loaded inside the container. Most material is damaged during movement by the vibration of the load and motion of the material within the space it has occupied. The disclosed intermodal container has adjustable shelves and divider walls to limit the space where material is loaded and can moved due to vibration and motion of transportation. The disclosed intermodal container minimizes vibration through a shock dampening design that has been incorporated into the base of the disclosed intermodal container to reduce impact shock on the material loaded inside the disclosed intermodal container.

Another problem associated with shipping material is how to block and brace loads for ship movement. When moving material by ship the loads have to be braced preventing movement caused by momentum when traveling in water. The disclosed intermodal container may have an integrated blocking and bracing system.

Keeping the material secure is another issue. One or more design elements of the disclosed intermodal container make it impossible to access the material being transported when assembled without removing the front panels. The front panels may be secured in place with a lock in a slide bar that engages the end wall of the disclosed intermodal container.

Other issues the disclosed intermodal container can solve include the ability to carry heavy loads while maintaining a light TARE weight. The disclosed intermodal container may use unique steel and design elements to accomplish this light TARE weight. In one embodiment, the steel may be a hot roll cold (HRCF) form steel which is high strength low alloy (HSLA); the commercial name is “DOMEX” and it is a commercial product supplied by Swedish Steel. Contact information for Swedish Steel is: SSAB AB, Klarabergsviadukten 70, D6, P.O Box 70; 101 21 Stockholm SWEDEN, Telephone: +46 8 45 45 700. The properties of Domex allow the use smaller/thinner steel with the same strength qualities as thicker standard steel. This keeps the TARE weight low and the strength high. The design elements such as bends in the steel, location of reinforcing elements, and type of steel allow for lighter materials to be used while still maintaining strength capabilities. The disclosed intermodal container also comprise design elements that make the process of stacking these containers safer by minimizing the risk of falling due to the design elements that center the disclosed intermodal containers when stacked on top of each other. The self-centering aspect of the design reduces the risk of items being stacked improperly and falling. The disclosed intermodal container also comprises bends in the corner post which allow for greater internal space which allows more material to be loaded in the disclosed intermodal container.

To solve the problem of maximizing available space, the disclosed intermodal container has been designed with dimensions in the multiple configurations around the available dimensions on transportation assets.

To solve the problem of protecting the material and equipment being transported, the disclosed intermodal container comprise adjustable shelving which can be adjusted to the sizes of the material package reducing the space around it for ancillary movement during transportation. Furthermore, for protection of material the disclosed intermodal container comprises design elements that serve as a form of shock absorbing/dampening by using a series of bends and angles incorporated into the base which reduces vibration that could damage material.

An additional element that may be incorporated into the disclosed intermodal containers are blocking and bracing mechanisms. These blocking and bracing mechanisms allow the disclosed intermodal container to be braced inside a shipping container, so that movement inside of that disclosed intermodal container which normally causes momentum which could damage material or damage the shipping container itself. The addition of blocking and bracing also provides an element where these disclosed intermodal container could also be secured to the floor if desired. In embodiments without integrated blocking and bracing, the maximizing of space reduces the amount of blocking and bracing if needed.

To reduce the overall weight of the disclosed intermodal container, the container comprises bends into elements such as corner posts to create greater strength allowing us to use lighter materials in manufacturing. In many instances there are weight limits to loads so by reducing the weight of the container while it is empty yet maintaining high strength standards it allows for more of the weight be applied to the limits from the material and not the container.

For security of the materials being shipped, the disclosed intermodal container comprises tabs and slides that prevent access inside of the container when assembled and lock. There is generally no way to get into these containers, short of using metal cutting tools, without removing the front panels.

The disclosed intermodal container has generally incorporated all of the problem solving design elements into the disclosed intermodal container itself, there is no need for additional equipment or material to solve the problems. There is no requirement for tools to assemble, disassemble or operate using our device. There is no known system that incorporates shock dampening or self centering corners for stacking in the market place.

The disclosed intermodal container is the lightest device available with the strength capabilities it possesses and this was achieved by the design elements we have incorporated to reduce the material weight for manufacturing.

The disclosed intermodal container may be made using hot rolled cold formed steel and steel mesh. Assembly parts may be laser cut to tolerance and then bent using a press break to drawing specifications. Parts may be welded together in accordance with production drawings and then hot-dip galvanized for protection from corrosion. Final assembly includes attaching hardware items and data plates. The disclosed intermodal container may then be flat-packed for delivery to the user.

FIG. 1shows an exploded view of one embodiment of the disclosed intermodal container10. The disclosed intermodal container comprises shelves14and posts18. The version pictured has single long shelves14that are adjustable up and down. Another embodiment of the disclosed intermodal container has a split shelf version which has shelves that are generally about half the size of shelves14and adjustable up and down as well. The split shelves may be arranged in the disclosed intermodal container through the addition of a shelf support and also include divider walls. A front panel58may comprise two or more front panel supports106. A rear panel62may also comprise two or more rear panel supports118.

FIG. 2shows a view of the disclosed intermodal container10fromFIG. 1, but in a flat-packed configuration so that it can be transported in a small volume. The volume may be about 25%-30% of what an assembled item is. When flat-packed the intermodal containers are stackable with like items.

FIG. 3shows a view of the disclosed intermodal container10in one assembled configuration.

FIG. 4shows some of the design elements in the disclosed intermodal container10. Only a portion of the intermodal container is shown inFIG. 4. The base22in communication with a first side panel26and a second side panel30are shown. The shock dampening design elements34, self-centering corners38, space optimizing corners posts42, and blocking and bracing elements46are shown in this figure. Features34,38,42, and46will be discussed in more detail below.

FIG. 5shows a close up view of the right corner post18of a bottom intermodal container10with a top intermodal container50stacked on the bottom intermodal container10. The corner post18of the bottom container10is shown lined up and stacked inside the corner post54of the top container50. The cross-sectional shape of the corner posts18and54are generally convex polygons that match to each other. Due to the angles of the cross-sectional polygon shape of the posts18,54, when one stacks a top container50onto a bottom container10, each pair of stacking posts18,54will self-center, and force the containers10,50to properly align in a safe stacked configuration.FIG. 6is a close up view of the left corner post18of a bottom intermodal container10with a top intermodal container50stacked on the bottom intermodal container10

FIG. 7is a close up top view of the rear corners posts18of the disclosed intermodal container10. In this view you can see the cross-sectional convex polygon shape of the posts18, which allow for self-centering of disclosed intermodal containers. Further, the cross-sectional shape of the posts18has an angle α that is generally a right angle configured to maximize the space available on the disclosed intermodal container10, in other words the angle α is oriented on the post18such that the post will generally not be in the way of the material being transported in the disclosed intermodal container.FIG. 8is a close up top view of the front corners posts18of the disclosed intermodal container10. In this view you can see the cross-sectional convex polygon shape of the posts18, which allow for self-centering of disclosed intermodal containers. Further, the cross-sectional shape of the posts18has an angle α that is generally a right angle configured to maximize the space available on the disclosed intermodal container10, in other words the angle α is oriented on the post18such that the post will generally not be in the way of the material being transported in the disclosed intermodal container.

FIG. 9is a side view of one embodiment of the disclosed intermodal container10.FIG. 10is a front view of one embodiment of the disclosed intermodal container10. The intermodal container10has a width W, height H, and length L as shown. The dimensions of the disclosed intermodal container10have been designed to maximize available space inside various shipping means. Table 1 below shows the available space in different types of shipping platforms. This is the internal available space. Keep in mind that the door opening is smaller than the interior so it is impossible to get 100% fill using items to store large equipment. The percentage fills vary between the different shipping platforms to demonstrate the flexibility of the item between them. Although items above were listed as N/A does not mean the item won't fit in them just that they were not designed for them so % fill is not factored in. The goal was to get the best size that fits into as many platforms as possible while still meeting requirements.

Table 2 shows the models of disclosed intermodal container that incorporate the disclosed improvements and it also shows the type of shipping means they may be used for.

Table 3 shows the quantity and percentage (%) fill of each model of the disclosed intermodal container in the applicable shipping means and how each intermodal container maximize the space used in the shipping means. A certain amount of space left over is necessary for maneuvering loads and uneven ground.

FIG. 11shows the interior of a disclosed intermodal container10. A shelf14is shown adjacent to the second side panel30, and a front panel58and a rear panel62. The shelf height can be adjusted due to connection means in the posts18. In one embodiment, the connection means may be slots66that are configured to accept tabs located on the shelves14. Adjustable shelving allows for accommodating different sized materials reducing free space when transporting. The shelves14can be moved up and down into different positions.

FIG. 12shows a close up view of the side support members70of the disclosed intermodal container10. The side support members70may be in communication with the posts18. The side support members70generally support the intermodal container10and may rest on the ground or surface where the container10is located. The side support member70extends generally from the post18to the post18on the opposite side of the container10. The member70may have one or more bends74. The member70with the bends74may act as very stiff springs that can provide shock dampening effects and reduce vibration protecting the material being transported from damage. The bends74may be generally obtuse angles, but may also form acute angles depending on the geometry.FIG. 13shows a close up view of the front support members78. The front support members78generally support the intermodal container10and may rest on the ground or surface where the container10is located. The front support member78extends generally from the post18towards a post18on the opposite side of the container. The member78may have one or more bends82. The member78with the bends82may act as very stiff springs that can provide shock dampening effects and reduce vibration protecting the material being transported from damage. The bends82may be generally obtuse angles, but may also form acute angles depending on the geometry.

Blocking and bracing material has been integrated into the intermodal container10. Blocking and bracing materials are used for stabilizing the load while being transported in shipping containers. The integral blocking and bracing material eliminates the need for wood or separate blocking and bracing materials. Blocking and bracing can be configured to force the items being transported against the outside walls of the intermodal containers, thus stabilizing the items during movement. The blocking and bracing members may be integrated into the container10at both the bottom and top. In the bottom, as shown inFIG. 14, a blocking and bracing member86is attached to one or more front support members78. The blocking and bracing member86may be removably attached to the front support members78using any suitable fasteners including but not limited to cotter pins and locking pins90The blocking and bracing member86can thus be stored generally under the container10while not in use and moved into position when necessary. On top they are stored inside the top horizontal bracing bar on the end wall and telescoped out when necessary, seeFIGS. 18-23.

The blocking and bracing mechanisms also allows users to create one or more corridors464or access tunnels between intermodal containers in located in a cargo container.FIG. 43shows a cargo container460with six intermodal containers10located inside of it (the top of the cargo container has been removed in this view so one can see the interior). Thus a person can walk safely into a container for whatever reason, even if the container is moving, because there are corridors464for the person to walk through, and the intermodal containers are blocked and braced in place, and will not move or shift even in transit.

FIG. 15is a top view that shows a cross-section of a post18. To reduce the overall weight of the disclosed intermodal container10, bends94have been designed into the corner posts to create greater strength allowing the use of lighter materials for the disclosed intermodal container10.

The shelves14, front panel58, and rear panel62may have security tabs and slide locks incorporated into them to prevent the removal of shelves and panels, thus securing the material being shipped. Shelf tabs prevent removing shelves while the front panels are in place making the item inaccessible.FIG. 16shows a shelf14with a shelf tab98configured to slide into front panel58or rear panel62. Slide locks are installed on the intermodal containers to lock the front panel58, and rear panel62into the posts18.FIG. 17shows a front panel58adjacent to a post18. A slideable member102can slide into a front panel support106and into post18. A locking devices114can attach to a hole110in the slideable member that is located generally between the post18and the front panel support106. When the pad lock114is attached and locked to the hole110, the slideable member102cannot be removed from the post18and front panel support106, and the front panel is locked in place, thereby preventing the removal of the material being transported. The locking device114may be a pad lock, or snap link may be used to simply hold the slideable member102in place (as shown).

FIG. 18shows a top perspective view of an intermodal container10. A first cross-member122is located near the top and attached to two posts18on one side of the intermodal container10. A second cross-member126is located near the top and attached to two posts18on the opposite side of the intermodal container10. There are a plurality of holes134located through the top side and bottom side (bottom side not visible in this view) of cross-members122,126. Two locking pins130are stored in each cross-member122,126via the holes134. The cross-members122,126each have an inner cross-member194(not visible in this view) that is slideable within the cross-member122,126. The inner cross-member194also has holes134located through the top side and bottom side of the inner cross-member. The inner cross-members194can slide out through the post holes138in the posts18(all four posts18have the holes138). InFIG. 18, the inner cross-members194are stored generally completely inside the cross-members122,126. In one embodiment, only one of the two cross-members122,126will have innermost cross-member198that slides within inner cross-member194. The innermost cross-member198will also have holes134located through the top side and bottom side of the innermost cross-member198. Innermost cross-member198is not visible in this view.

FIG. 19shows a close up view of a side support member70. A bottom bracing member142is removeably attached to the side support members70via at least two tabs146extending from the side support member70and going through at least one of a plurality of slots150located on the bottom bracing member142. The tabs146have holes to go through them. A locking pin154goes through the holes to lock the bottom bracing member142to the side support members70. When the locking pins154are removed, one can lift the bottom bracing member142from the tabs and move the bottom bracing member142so that the tabs146can go through another pair of slots150, thereby extending the bottom bracing member142out from under the intermodal container10. The bracing member142as shown inFIG. 19, is being stored under the intermodal container10. There is a second bottom bracing member158, slots150, and tabs146and pins154attached to another side support member70not visible in this view.

FIG. 20shows one embodiment of how a locking sleeve162may be stored on the side of the intermodal container10. Side tabs166are attached to a side of the intermodal container10. The locking sleeve162has at least one slot170that allow the locking sleeve162to slide over the tabs166. Locking pins174hold the locking sleeve162to the tabs166. The locking sleeve162comprises an upper portion178, and a lower portion182. The lower portion has locking tabs186. The locking sleeve162also has connector slots164.

FIG. 21shows a view of the bottom of a first intermodal container10and a second intermodal container210. A bottom bracing member142from the intermodal container10has been lifted up from the tabs146, and moved from being completely under the intermodal container10and to the right, and is now attached to one set of tabs146. The bottom bracing member142is also attached to the locking tabs186located on the lower portion182of the locking sleeve162. Locking pins174hold the bottom bracing member142and upper portion178to the locking tabs186. Similarly, a bottom bracing member142from the intermodal container210has been lifted up from the tabs146, and moved from being completely under the intermodal container10and to the left, and is now attached to one set of tabs146. The bottom bracing member142is also attached to the locking tabs186located on the lower portion182of the locking sleeve162. Locking pins174hold the bottom bracing member142and upper portion178to the locking tabs186. Similarly near the far end190of the intermodal container, the respect second bottom bracing members158are extended from under their respective intermodal containers10,210, and are connected to a locking sleeve162.

FIG. 22shows a view of the top of a first intermodal container10and second intermodal container210. Extending out and to the right from the cross-member122on the first intermodal container10is an inner cross-member194. Extending from the inner cross-member194is an innermost cross-member198. The innermost cross-member198is fixedly attached to the inner cross-member194via the locking pins130and the holes134in the cross-members194,198. Similarly, the inner cross-member194is fixedly attached to the cross-member122via the locking pins130and the holes134in the cross-members194,126. Extending out and to the left from the cross-member122of the second intermodal container210is an inner cross-member194. The innermost cross-member198extends from the inner cross-member194of the first intermodal container10to the inner cross-member194of the second intermodal container210. The innermost cross-member198is fixedly attached to the inner cross-member194(of the second intermodal container210) via the locking pins130and the holes134in the cross-members194,198. Similarly, the inner cross-member194of the second intermodal container210is fixedly attached to the cross-member122of the second intermodal container210via the locking pins130and the holes134in the cross-members194,126(not visible in this view). Similarly, near the far end190of the intermodal containers10,210, the cross-members126of both containers10,210, are telescoped and attached in generally the same way as the cross-members122described above.

FIG. 23shows a view of the first and second intermodal containers10,210. In this view, one can see how the bracing members lock the two intermodal containers10,210a certain distance D (variable by the user depending on which holes in the cross-members are pinned, and by which slots in the bottom bracing members are pinned). Thus, a user can use the bracing members to lock the two intermodal containers far enough apart so that they can be braced up against the interior of a shipping container. In other words, the distance DTmay be generally the same, or just slightly smaller than the interior width or length of a shipping container. Hence, the intermodal containers10,210and their contents will be secure and very unlikely to move or shift during transport. The bracing members are integral to the intermodal containers10,210, and thus, extra bracing material is not necessary.

FIG. 24shows another embodiment of the disclosed intermodal container214. Shown are a first post218, second post222, third post226, and fourth post230. Between the first and second post is a first side panel234. Between the third post226and fourth post230is a second side panel238. Between the first post218and fourth post230is a front panel242(removed in this view for clarity), and between the second post222and third post226is a rear panel246. There is also at least one shelf250attached to the posts218,222,226,230. A front floor beam254is attached to the first post218and fourth post230. A rear floor beam258is attached to the second post222and the third post226. The front and rear floor beams254,258may be near the bottom of the intermodal container214. There may be one or more cross beams262attached to the front and rear floor beams254,258and located generally at the bottom of the intermodal container214. There may also be a first side floor beam468, second side floor beam472, and one or more longitudinal cross beams476attached to the first side floor beam468and second side floor beam472.

FIG. 25shows a close up view of the front floor beam254and a cross beam262. In this view a cylindrical shaped bar266is shown attached to the front floor beam254and cross beam262. The bar266may sit in a first floor beam notch270cut into a horizontal surface of the front floor beam254that goes down the vertical surface of the front floor beam so that the bar266can securely sit in the notch270. In one embodiment, the notch270is cut across the entire width of the horizontal front floor beam254surface, and may be cut down the vertical surface of the front floor beam254to a depth of about the diameter of the bar266. The notch270may be generally wide enough to accept the height of the bar266. The bar266also sits in a first cross beam notch274. The first cross beam notch274may be located adjacent and abutting a cut-out278located in the cross beam262. The notch274may be generally wide enough to accept the height of the bar266. The cut-out forms a gap282between the front floor254beam and cross beam262. In one embodiment, the bar266sits in the first floor beam notch270traverses across the gap282and sits in the first cross beam notch274. The bar may be permanently attached to the cross beam262and front floor beam254via any suitable permanent attaching means, including but not limited to welding. The gap282is configured to be large enough to allow a strap to wrap around the bar266between the cross beam262and front floor beam254, and/or to allow a hook to attach to the bar266between the cross beam262and front floor beam254. Although notches and cut outs in beams, such as the cross beam262and front floor beam254, may tend to weaken the beams, the fact that a bar, made out of a strong weldable material, is welded to the notches, will actually increase the strength of the beams. A similar configuration may be used with the rear floor beam, a rear floor beam notch, a cross beam, a cross beam notch and cut-out and a second bar. In addition, there may be a similar configuration with the first side floor beam, a first side floor beam notch, a longitudinal cross beam, a longitudinal cross beam notch and cut-out and a third bar, the second side floor beam, a second side floor beam notch, a longitudinal cross beam, a longitudinal cross beam notch and cut-out and a fourth bar. Other shapes for the bar266may be used, including rectangular, triangular, trapezoidal, etc. HBis the height of the bar266. HNis the depth of the notch270. In one embodiment, HNmay be about ¾ of HB.

FIG. 26shows an underside view of the cross beam262and front floor beam254. In this figure a clearer view of the cut-out278is shown, and shows how the cut-out278cuts a piece out of a horizontal surface of the cross beam262and piece is cut out of the vertical surface of the cross beam262, but yet the cross beam is still attached to the front floor beam254.

FIG. 27shows a close up view of a shelf250. The shelf, in this embodiment, comprises a front beam286, and a rear beam290. Extending from the front beam286are two strap bars294.FIG. 28shows a perspective view of a shelf250removed from the intermodal container214. In this view two strap bars294extending from the front beams286are clearly visible, as well as two strap bars294extending from the rear beam290. The strap bars294are configured to allow a strap to wrap around the strap bars294in order to secure objects on the shelf250or otherwise in the intermodal container214, the strap bars also give users a handle to grab on to in order to easily pick up and move the shelves214. The strap bars294also can help hold the shelf in place with respect to the front and rear panels. The strap bars prevent the shelf from moving in the XY plane, i.e. the plane that is generally parallel to the shelf. When the intermodal container is bouncing up and down and the shelf has bounced up, it can move in the XY plane unless the gap between the strapbar and the front panel is small. Then it can only move as much as this gap. Without the strapbars it is possible that the shelf could move enough during bouncing of the intermodal container, that the shelf could come loose from the corner posts. However, the strap bars will generally prevent the shelf from moving more than about 0.3 and generally about 0.5 inches of movement is necessary for the shelf to come loose from the corner posts.

FIG. 29shows a close up view of the front beam286and one strap bar294. In one embodiment the strap bar294may comprise a horizontal member298that extends generally from the front beam away from the shelf250, and a vertical member302, where the far end or distil end306is attached to the front beam286. In one embodiment, the cross-sectional shape of the strap bar294may be generally circular.

FIG. 30shows a close up view of the first post218and second post222of the intermodal container214. In this view you can see that each of the top of the posts has four openings. Referring to the first post218, one can see a first post top center hole310, a first post top front hole314, and a first post top side hole318. In one embodiment, there may be a first post top opening322. The fourth post230have similarly arranged post top holes and top opening. The center hole310and top opening322are configured to be large enough to accept a cargo strap to allow the strapping down of items being carried in the intermodal container. The top side hole318and top front hole314also may be configured to be large enough to accept a cargo strap to allow the strapping down of items being carried in the intermodal container. In another embodiment, the top side hole318and top front hole314may be configured to be large enough for a locking mechanism to fit into the holes314,318in order to lock two adjacent intermodal containers together.

FIG. 31is a close up view of the top of the second post222. The second post222has a second post top center hole326, a second post top rear hole330, and a second post top side hole334, and a second post top opening338. The second and third posts, because they are on either side of a rear panel, will have a top center hole, a top rear hole, and a top side hole. The first and fourth posts, because they are on either side of a front panel, will have a top center hole, top front hole, and top side hole.

FIG. 32shows a close up view of the top of the first post218.

FIG. 33shows a bottom perspective view of the first post218. The top342of the first post218is shown as well as the bottom346of the first post218. In this view, one can see that the bottom of the first post has three openings. One can see a first post bottom center hole350, a first post bottom front hole354, and a first post bottom side hole358. In the shown embodiment, there is not an opening at the very bottom of the first post (compared to opening322at the top of the first post218). The fourth post230may have similarly arranged post bottom holes. The center hole350may be configured to be large enough to accept a cargo strap to allow the strapping down of items being carried in the intermodal container. The bottom side hole358and bottom front hole354also may be configured to be large enough to accept a cargo strap to allow the strapping down of items being carried in the intermodal container. In another embodiment, the bottom side hole358and bottom front hole354may be configured to be large enough for a locking mechanism to fit into the holes354,358in order to lock two adjacent intermodal containers together. The second post222and third post226may also have similarly placed holes at the bottom of those posts. The second and third posts, because they are on either side of a rear panel, will have a bottom center hole, a bottom rear hole, and a bottom side hole. In one embodiment, the center holes may be generally located in a plane that is generally at an angle of about 45° to the to the side panel, front panel, and rear panel, and generally face outward from the intermodal container, when the intermodal container is fully assembled (not broken down for storage), the front holes may be generally located in a plane parallel to the front panel and generally face outward from the intermodal container when assembled; and the rear holes may be generally located in a plane parallel to the rear panel and generally face outward from the intermodal container when assembled.FIG. 42shows that the front holes and side holes have a height HSFand a width WSF. The center hole has a height HCand a width WC. In one embodiment, HSFmay range from about 1 inch to about 6 inches, WSFmay range from about ¼ inch to about 2 inches, HCmay range from about 1.5 inches to about 8 inches, and WCmay range from about 0.5 inches to about 4 inches. In another embodiment, HSFmay be about 2.6 inches, WSFmay be about 0.6 inches, HCmay be about 3.1 inches, and WCmay be about 1.5 inches.

FIG. 34is one embodiment of a locking mechanism362to be used with the side, front, and rear holes discussed above, in order to lock two adjacent intermodal containers214together. Locking mechanism362comprises a first oblong member448, and a second oblong member452. The locking mechanism362also has a handle member456. In one embodiment, the first and second oblong members448,452are at about a 45° angle with respect to one another. The mechanism362can lock two intermodal containers214together by placing a first oblong member448inside a side hole314,318of a first intermodal container, and then the second oblong member452can be placed inside the side hole314,318of a second intermodal container214. Of course, since the oblong members448,452are staggered by 45°, one can use the handle to rotate the mechanism so that the second oblong member452can slide into the side hole314,318, while keeping the first oblong member448secured in the side hole314,318of the first intermodal container. In another embodiment, hooks, straps, straps with ratcheting mechanisms may also be used with the side, front, and rear holes to lock two intermodal containers214together.

FIG. 35shows a liquid barrier shelf380that may be used with the intermodal container214. The liquid barrier shelf380is attached to the first, second, third, and fourth posts. In one embodiment, the liquid barrier shelf380may only be attached to the top of the intermodal container. In other embodiments, the liquid barrier shelf may be attachable to the posts at a plurality of heights along the posts. The liquid barrier shelf380has a grid384, a front beam388attached to the underside of the grid384; a first side beam392attached to the underside of the grid and to the front beam388at generally a right angle to the front beam388; a second side beam400attached to the underside of the grid384and to the front beam388at generally a right angle to the front beam388; and a rear beam396attached to the underside to the grid384and to the first and second side beams392,400at generally right angles to the first and second side beams392,400. There is also a liquid barrier plate404attached to the front beam388, first side beam392, second side beam400and rear beam396, and located generally under the grid384. The liquid barrier plate404generally will keep liquid from coming into contact with materials stored in the intermodal container underneath the liquid barrier shelf380. Table 4 below shows some of the advantages of using a grid with a barrier plate. One can see that using both the plate and grid weighs about the same as using only the grid (only about a 5 pound difference in the shelf weight), but provides protection from sun, rain, dust, and increases the stiffness of the shelf. Also, the grid allows a user to have easy hand-holds when moving the shelf, as opposed to a large metal plate which is hard to carry and cumbersome. The plate plus grid weighs about 30 pounds less than just using a plate for a shelf. This is because when the grid and plate are welded or otherwise attached to each other to form the shelf, the grid and plate combination provides greater stiffness and strength at lower weight than a solid metal plate designed to hold 500 lbs.

FIG. 36is another view of the liquid barrier shelf380.

FIG. 37is a view of the underside of a liquid barrier shelf380. The grid384can just be seen on the left side of the shelf380. Visible in this view is a drain hole408located in the front beam388. The drain hole configured to drain liquid collected on the top surface of liquid barrier plate404and direct the liquid down the second side panel400. There may also be a drain hole408on the other end of the front beam388, where liquid draining out of that hole408will generally drain down the first side panel392. In addition, there may similarly configured drain holes on the rear beam396.

FIG. 38is a perspective close up view of a first side panel234of an intermodal container214. Shown in this figure is a first bottom support member412attached to the first and second posts218,222, and located generally at the bottom of the intermodal container214. The first side panel234comprises a top beam416attached to the first and second posts218,222, and located generally at the top of the intermodal container214.FIG. 39is a close up view of the first bottom support member412. In this view one can see that the first bottom support member412comprises a first slot420, and a first tab424that extends generally upwards and vertically from the first bottom support member412, and located on one side of the slot420. In this embodiment there is a second tab428that extends generally upwards and vertically from the first bottom support member412, and is located on the other side of the slot420. However, in another embodiment, there may be only a single tab associated with a slot420. In both tabs424,428there are pin holes432with a pin436going through both tabs424,428. Not visible in this view, there may be a second bottom support member attached to the third and fourth posts226,230, and located generally at the bottom of the intermodal container. The second bottom support member may have a similar configuration slots, tabs, pin holes and pins.

FIG. 40is a close up view of the top beam416. The top beam416comprises a first sliding bar440slideably attached to the top beam416. The first sliding bar440is slideable in generally a vertical direction with respect to the top beam, and the first sliding bar440is generally parallel with the posts. The first sliding bar440has a pin hole444located generally near the top of the first sliding bar440.

FIG. 41shows a close up view of the sliding bar system on a first intermodal container214that has a second intermodal container1214stacked on top of it. The second intermodal container1214is generally identical to the first intermodal container214. In this figure, one can see how the sliding bar system can be used to secure two stacked intermodal containers214,1214together. One can see that the sliding bar440can be slid up through the slot420in the upper intermodal container1214and the pin436can be withdrawn to allow the bar to slide up such that the pin hole444of the sliding bar440will line up with the pin holes432of the tabs424,428, and then the pin436can be reinserted into all three pin holes, thus securing the top intermodal container1214to the bottom intermodal container214. Of course, one of ordinary skill will recognize that there may be more than one sliding bar system on each intermodal container. The second side panel may easily be configured to have one or more sliding bar systems. One of ordinary skill will recognize that the sliding bar may be held in place without any tabs, or with only one tab.

This invention has many advantages. There is no requirement for tools to assemble, disassemble or operate the disclosed intermodal container. There is no other known system that incorporates shock dampening or self centering corners for stacking of the intermodal containers. The disclosed intermodal containers are the lightest containers available with the strength capabilities it possesses. Bracing and blocking members are integral to the container. The panels and shelving can be locked in place, preventing theft of the material being shipped. The intermodal containers efficiently use a great majority of the volume available in various shipping means.

It should be noted that the terms “first”, “second”, and “third”, and the like may be used herein to modify elements performing similar and/or analogous functions. These modifiers do not imply a spatial, sequential, or hierarchical order to the modified elements unless specifically stated.