WO2020197416A1 - Contenant d'expédition par véhicules aériens sans pilote - Google Patents

Contenant d'expédition par véhicules aériens sans pilote Download PDF

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Publication number
WO2020197416A1
WO2020197416A1 PCT/NZ2020/050031 NZ2020050031W WO2020197416A1 WO 2020197416 A1 WO2020197416 A1 WO 2020197416A1 NZ 2020050031 W NZ2020050031 W NZ 2020050031W WO 2020197416 A1 WO2020197416 A1 WO 2020197416A1
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WO
WIPO (PCT)
Prior art keywords
uav
cargo
container
shell
centre
Prior art date
Application number
PCT/NZ2020/050031
Other languages
English (en)
Inventor
Kelvin Pui Kit CHAN
Andrew Stanley Grant
Michael John Marr
Matthew James PARK
Original Assignee
Kiwirail Limited
HITCHCOCK, Phillip Murray
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kiwirail Limited, HITCHCOCK, Phillip Murray filed Critical Kiwirail Limited
Publication of WO2020197416A1 publication Critical patent/WO2020197416A1/fr

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Classifications

    • A—HUMAN NECESSITIES
    • A45—HAND OR TRAVELLING ARTICLES
    • A45F—TRAVELLING OR CAMP EQUIPMENT: SACKS OR PACKS CARRIED ON THE BODY
    • A45F3/00—Travelling or camp articles; Sacks or packs carried on the body
    • A45F3/04—Sacks or packs carried on the body by means of two straps passing over the two shoulders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C17/00—Aircraft stabilisation not otherwise provided for
    • B64C17/02—Aircraft stabilisation not otherwise provided for by gravity or inertia-actuated apparatus
    • A—HUMAN NECESSITIES
    • A45—HAND OR TRAVELLING ARTICLES
    • A45C—PURSES; LUGGAGE; HAND CARRIED BAGS
    • A45C13/00—Details; Accessories
    • A45C13/02—Interior fittings; Means, e.g. inserts, for holding and packing articles
    • A45C13/021—Interior fittings; Means, e.g. inserts, for holding and packing articles inflatable
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D25/00—Details of other kinds or types of rigid or semi-rigid containers
    • B65D25/02—Internal fittings
    • B65D25/10—Devices to locate articles in containers
    • B65D25/101—Springs, elastic lips, or other resilient elements to locate the articles by pressure
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M1/00—Testing static or dynamic balance of machines or structures
    • G01M1/12—Static balancing; Determining position of centre of gravity
    • G01M1/122—Determining position of centre of gravity
    • G01M1/125—Determining position of centre of gravity of aircraft
    • A—HUMAN NECESSITIES
    • A45—HAND OR TRAVELLING ARTICLES
    • A45F—TRAVELLING OR CAMP EQUIPMENT: SACKS OR PACKS CARRIED ON THE BODY
    • A45F4/00—Travelling or camp articles which may be converted into other articles or into objects for other use; Sacks or packs carried on the body and convertible into other articles or into objects for other use
    • A45F4/02—Sacks or packs convertible into other articles or into objects for other use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D2201/00—Airbags mounted in aircraft for any use
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2101/00—UAVs specially adapted for particular uses or applications
    • B64U2101/60—UAVs specially adapted for particular uses or applications for transporting passengers; for transporting goods other than weapons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/10—UAVs characterised by their flight controls autonomous, i.e. by navigating independently from ground or air stations, e.g. by using inertial navigation systems [INS]
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64U—UNMANNED AERIAL VEHICLES [UAV]; EQUIPMENT THEREFOR
    • B64U2201/00—UAVs characterised by their flight controls
    • B64U2201/20—Remote controls
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D25/00—Details of other kinds or types of rigid or semi-rigid containers
    • B65D25/02—Internal fittings
    • B65D25/10—Devices to locate articles in containers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D43/00—Lids or covers for rigid or semi-rigid containers
    • B65D43/14—Non-removable lids or covers
    • B65D43/16—Non-removable lids or covers hinged for upward or downward movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B65—CONVEYING; PACKING; STORING; HANDLING THIN OR FILAMENTARY MATERIAL
    • B65D—CONTAINERS FOR STORAGE OR TRANSPORT OF ARTICLES OR MATERIALS, e.g. BAGS, BARRELS, BOTTLES, BOXES, CANS, CARTONS, CRATES, DRUMS, JARS, TANKS, HOPPERS, FORWARDING CONTAINERS; ACCESSORIES, CLOSURES, OR FITTINGS THEREFOR; PACKAGING ELEMENTS; PACKAGES
    • B65D55/00—Accessories for container closures not otherwise provided for
    • B65D55/02—Locking devices; Means for discouraging or indicating unauthorised opening or removal of closure

Definitions

  • the invention generally relates to a system to deliver a package via an unmanned aerial vehicle (UAV), and in particular to a shipping container adapted to optimise the centre of gravity of the UAV.
  • UAV unmanned aerial vehicle
  • Unmanned aerial vehicles comprise a variety of vehicles, from conventional fixed wing airplanes, to helicopters, and are used in a variety of roles. They can be remotely piloted by a pilot on the ground or can be autonomous or semi-autonomous vehicles that fly missions using preprogrammed coordinates, global positioning system (GPS) navigation, etc. UAVs also include remote control helicopters and airplanes used by hobbyists.
  • GPS global positioning system
  • UAVs can be equipped with cameras to provide imagery during flight, which may be used for navigational or other purposes (e.g., to identify an address). UAVs can also be equipped with sensors to provide local weather and atmospheric conditions, and other conditions. UAVs can also include cargo bays, hooks, or other means for carrying payloads.
  • Newer generation UAVs can also provide significant payload capabilities. As a result, UAVs can also be used for delivering packages, groceries, mail, and other items. The use of UAVs for deliveries can reduce costs and increase speed and accuracy. However, there is a desire to standardise the dimensions shipping container used for items in a delivery logistics environment such that logistics distribution centres and logistics distribution robotics can be simplified.
  • UAV performance can be affected when the centre of gravity of the aircraft is not optimised and standardised shipping containers can mean that an item to be shipped may have a weight distribution which is not optimised for a UAV centre of gravity, or may cause dynamic changes to the centre of gravity.
  • the invention consists in a cargo transportation system
  • a container adapted for the storage of cargo and transportation by UAV, the container comprising: a shell defining and interior space adapted for the containment of one or more cargo items; one or more inflatable bladders located about the periphery of the interior space; wherein the one or more bladders are adapted to allow insertion of cargo when in a deflated state and stabilise the cargo within the container when in an inflated state.
  • system further comprises a control system configured to cause inflation of the one or more bladders in response to a signal.
  • the signal is provided in response to the closing of the container.
  • the one or more inflatable bladders comprises at least two bladders located forward and aft of the cargo within the container relative to a longitudinal axis of the UAV; and the system further comprises a control system comprising: a controller configured to: receive one or more signals indicative of the longitudinal position of the UAV centre of gravity; determine the location of the UAV centre of gravity is outside of a predetermined longitudinal limit; then output a signal operable to cause selective inflation of one or more of the two inflatable bladders such that the cargo is shifted within the container along at least the longitudinal axis towards the centre of gravity.
  • the one or more inflatable bladders comprises at least two bladders located on each side of the cargo within the container relative to a lateral axis of the UAV; and the system further comprises a control system comprising: a controller configured to: receive one or more signals indicative of the lateral position of the UAV centre of gravity; determine the location of the UAV centre of gravity is outside of a predetermined lateral limit; then output a signal operable to cause selective inflation of one or more of the two inflatable bladders such that the cargo is shifted within the container along at least the lateral axis towards the centre of gravity.
  • the wherein the one or more signals indicative of the longitudinal and/or lateral centre of gravity is determined by at least one of: one or more sensors arranged to sense the mass of the UAV; one or more sensors arranged to sense the mass of the UAV at two or more locations on the UAV indicative of the centre of gravity; one or more sensors configured to determine power consumption and/or speed of one or more motors adapted to turn a rotor of a multirotor aircraft; one or more sensors configured to determine the angle of one or more flight control surfaces during level flight, and the UAV is a fixed wing aircraft.
  • the invention consists in a container adapted for transportation by UAV, the container comprising: a shell and a lid attached by a hinge to the shell, the shell defining and interior space adapted for the containment of one or more cargo items;
  • one or more inflatable bladders located within the interior space; wherein the one or more bladders are adapted to allow insertion of cargo when in a deflated state and stabilise the cargo within the container when in an inflated state.
  • the shell comprises at least one outer surface adapted to mate with an airframe of the UAV, and at least one other surface forms at least part of an aerodynamic surface when attached to the UAV.
  • the one or more inflatable bladders comprises at least two bladders located forward and aft of the cargo within the container relative to a longitudinal axis of the UAV.
  • the one or more inflatable bladders comprises at least two bladders located on each side of the cargo within the container relative to a lateral axis of the UAV.
  • the invention relates to any one or more of the above statements in combination with any one or more of any of the other statements.
  • any reference to any range of numbers disclosed herein also incorporates reference to all rational numbers within that range (for example, 1 , 1.1 , 2, 3, 3.9, 4, 5, 6, 6.5, 7, 8, 9 and 10) and also any range of rational numbers within that range (for example, 2 to 8, 1.5 to 5.5 and 3.1 to 4.7).
  • Figure 1 is an illustration of an exemplary multirotor type UAV adapted for the transportation of a shipping container.
  • Figure 2 shows cargo to be shipped relative to what is often a fixed dimension shipping container.
  • Figure 3 outlines a process implemented by configured control logic whereby the centre of gravity of a UAV is optimised prior to flight.
  • Figure 4 outlines a process where a process implemented by configured control logic whereby the centre of gravity of a UAV is optimised prior to flight by movement of the cargo within the shipping container.
  • Figure 5 illustrates a system which includes the processor, a sensor and a CG adjustment mechanism.
  • Figure 6 illustrates a system configured for implementation of the system outlined in Figure 4.
  • Figure 7 outlines a process whereby the CG of a UAV is determined during flight.
  • a shipping container is loaded with cargo a step 70 and loaded to a UAV at step 71
  • Figure 8 illustrates a system whereby a UAV 100 has a processor 105 configured to receive one or more sensor inputs 122 indicative of CG position, such as tail trim, or rotor speed as outlined in the above examples.
  • Figure 9 shows the shipping container 200 with an inflatable device 220 installed on the interior of the container.
  • Figure 10 depicts the inflatable device in an inflated form.
  • Figure 11 shows the inflatable devices in deflated form.
  • Figure 12 shows the inflatable devices in inflated form.
  • Figure 13 shows an exploded view of an exemplary embodiment of a container having a shell closed by a hatch.
  • Figures 14(a) to (d) show stages of airbag inflation for cargo stability and CG adjustment.
  • Figure 15 and Figure 16 show the container attached to the exterior of a VTOL type aircraft.
  • Figure 17 shows a cycle-courier with the container attached as a backpack.
  • unmanned aerial vehicle refers to any autonomous or semi-autonomous vehicle that is capable of performing some functions without a physically-present human pilot.
  • flight-related functions may include, but are not limited to, autonomous flight, sensing its environment or operating in the air without a need for input from an operator, among others.
  • embodiments herein are described in relation with aerial vehicles and flight paths. However, these embodiments are equally applicable to land or sea based vehicles capable of following a navigable path.
  • an unmanned vehicle When an unmanned vehicle operates in a remote-control mode, a pilot or driver that is at a remote location can control the unmanned vehicle via commands that are sent to the unmanned vehicle via a communications link.
  • the unmanned vehicle When the unmanned vehicle operates in autonomous mode, the unmanned vehicle typically moves based on pre-programmed navigation waypoints, dynamic automation systems, or a combination of these. Further, some unmanned vehicles can operate in both a remote-control mode and an autonomous mode, and in some instances may do so simultaneously. For instance, a remote pilot or driver may wish to leave navigation to an autonomous system while performing another task such as operating on-board sensors, emitters, or a mechanical system for picking up objects via remote control.
  • unmanned vehicles exist for various different environments. For example, unmanned vehicles exist for operation in the air, on the ground, on the water, underwater, and in space. Unmanned vehicles also exist for hybrid operations in which multi-environment use is possible. Examples of hybrid unmanned vehicles include an amphibious craft that is capable of operation on land as well as on water or a floatplane that is capable of landing on water as well as on land.
  • a UAV may be autonomous or semi-autonomous. Some functions could be controlled by a remote human operator, while other functions are carried out autonomously. Further, a UAV may be configured to allow a remote operator to take over functions that can otherwise be controlled autonomously by the UAV. Further, a given type of function may be controlled remotely at one level of abstraction and performed autonomously at another level of abstraction. For example, a remote operator could control high level navigation decisions for a UAV, such as by specifying that the UAV should travel from one location to another (for example, from a launch or loiter position to a premises), while the UAVs navigation system autonomously controls other navigation decisions, such as the specific route to take between the two locations, specific flight controls to achieve the route and avoid obstacles while navigating the route, and so on.
  • a remote operator could also control other aspects of the UAV such as movement of a camera.
  • a UAV can be of various forms.
  • a UAV may take the form of a rotorcraft such as a helicopter or multirotor, a fixed-wing aircraft, a lighter-than-air aircraft such as a blimp, a tail-sitter aircraft, and/or glider aircraft, among other possibilities.
  • the terms“drone”, “unmanned aerial vehicle system” (“UAVS”), remotely piloted aircraft (“RPA”) or“unmanned aerial system” (“UAS”) may also be used to refer to a UAV.
  • Figure 1 is an illustration of an exemplary multirotor type UAV 100 which may be adapted for the transportation of a shipping container 200.
  • the shipping container is adapted to be attached to or loaded into the UAV for transportation from an origin to a destination.
  • the shipping container 200 is typically designed specifically for use with a UAV or a range of UAVs.
  • the container 200 is typically one of a range containers, each with a set of predetermined dimensions.
  • the predetermined dimensions enable hardware, such as storage and transportation robotics, to be
  • the UAV has flight control electrics such as a microprocessor and a range of senses used as part of a flight control system.
  • the control electronics is typically housed within the UAV 105 and a wired and/or wireless interface provided for communication with any ground based electronics 130. Communication between the UAV and any ground based system may be facilitated by convention wired or wireless interfaces 131.
  • Ground based electronics may be used, for example, for uploading flight plans or communicating information to the UAV, such as data or commands used for pre-flight and flight control.
  • FIG. 2 shows an item to be shipped 210 relative to what is often a fixed dimension shipping container with a loading aperture 201.
  • Cargo 210 may be substantially restrained from movement within the container by using packaging filler materials as is commonly understood. Flowever, even restrained cargo within a shipping container presents a centre of gravity problem when the shipping container is to be used with a UAV. Any UAV has a centre of gravity which should be optimised for any particular aircraft. For example, for a multirotor device, the centre of gravity is typically at or close to the middle of each rotor.
  • the centre of gravity may be at or ahead of the centre of pressure of the wing.
  • the shipping container may be located on the UAV such that the centre of gravity is optimised, the cargo placement or even the inherent weight distribution of the cargo inside the container may cause a substantial change to that centre of gravity.
  • Embodiments of the invention discussed herein relate to systems and methods for securing an item within a shipping container, sensing and optimising the centre of gravity of a UAV before flight, and/or sensing and optimising the centre of gravity of a UAV during flight.
  • Embodiments of the invention are implemented by control logic, hardware or a combination of control logic and hardware.
  • Control logic may be implemented by a computer, microprocessor, embedded system, discrete circuit or a combination of any of these elements.
  • the control logic may be implemented as part of a flight control system on-board the UAV, or as part of ground based electronics, or a combination of on-board and ground based systems where these systems are in communication during at least a pre-flight phase
  • Figure 3 outlines a process implemented by configured control logic whereby the centre of gravity of a UAV is optimised prior to flight.
  • cargo 210 is loaded into a shipping container 200 at a first step 30 then that loaded container attached to a UAV 100 at the second step 31 .
  • the CG of the UAV is estimated at step 32.
  • the CG may be determined by, for example, by corner-weighting the UAV.
  • the UAV depicted in Figure 1 has landing gear 106 which supports the UAV airframe and flight control logic, typically implemented by a processor 105.
  • An arrangement of force sensors 120 located between the landing gear and landing surface detects an indication of the CG of the UAV.
  • a UAV is typically optimised when the CG is at or proximate to the middle of the rotors. Accordingly, the CG may be adjusted at step 33 by repositioning the shipping container. The CG may be further refined by this detection and adjustment process until the CG reaches or is within an allowable limit from the optimum CG location.
  • the CG adjustment mechanism might be a human implemented process, or it may be a mechanical system such as a lead screw which may be turned by a motor to displace the shipping container relative to the UAV airframe.
  • the UAV is optimised for flight 35 when the CG is at an optimum location or within an allowable displacement from an optimum position.
  • Figure 5 illustrates a system which includes the processor 105, a sensor 120 and a CG adjustment mechanism 50.
  • the processor 105 is configured to receive one or more sensor 120 inputs which are indicative of the CG position of the UAV.
  • the processor Upon determining the CG, and determining the CG is outside an acceptable displacement from the optimum CG, the processor is then configured to output one or more control signals to a CG adjustment mechanism 50 operable to cause CG movement.
  • the signals may be a visual indication of the CG or the change required to the CG to a human operator, or a signal receivable by a control interface operable for mechanical adjustment of the CG by shifting one or more loads on the UAV.
  • UAV loads may be items such as the shipping container, the battery, or more sophisticated systems which involve mechanical displacement of one or more rotors relative to the UAV airframe.
  • the shipping container 200 is configured to allow adjustment of the position of cargo 210 within the container. For example, where the container is much bigger than the cargo, there is opportunity to move the position of the cargo within the container.
  • Figure 4 outlines a process where a process implemented by configured control logic whereby the centre of gravity of a UAV is optimised prior to flight by movement of the cargo within the shipping container.
  • cargo 210 is loaded into a shipping container 200 at a first step 30 then that loaded container attached to a UAV 100 at the second step 31.
  • the CG of the UAV is estimated at step 32.
  • the CG may be adjusted at step 42 by repositioning the cargo within the shipping container.
  • the CG may be further refined by this detection and adjustment process until the CG reaches or is within an allowable limit from the optimum CG location as indicated by step 44.
  • the CG adjustment mechanism might be a human implemented process, or it may be a mechanical system such as a lead screw which may be turned by a motor to displace the cargo within the shipping container.
  • the UAV is optimised for flight 45 when the CG is at an optimum location or within an allowable displacement from an optimum position.
  • Figure 6 illustrates a system configured for implementation of the system outlined in Figure 4.
  • the processor 105 is configured to receive one or more inputs from sensors 121 located outside of the UAV which are indicative of the CG position of the UAV. Upon determining the CG, and determining the CG is outside an acceptable displacement from the optimum CG, the processor is then configured to output one or more control signals to a CG adjustment mechanism 51 operable to cause CG movement.
  • the signals may be a visual indication of the CG or the change required to the CG to a human operator, or a signal receivable by a control interface operable for mechanical adjustment of the CG by shifting the cargo within the shipping container.
  • the CG is determined during flight.
  • the CG of a multirotor may be determined from motor operation parameters such as power consumption and RPM.
  • the CG of a fixed wing aircraft may be determined by the trim of roll and pitch control surfaces.
  • Figure 7 outlines a process whereby the CG of a UAV is determined during flight.
  • a shipping container is loaded with cargo a step 70 and loaded to a UAV at step 71 .
  • the UAV may then take flight and the CG determined from one or more in-flight indications at step 73.
  • An inflight indication on a multirotor may be, for example, that forward motors are rotating faster or consuming more power than rear motors for a fixed flight attitude.
  • a CG adjustment mechanism is activated to optimise the CG, by, in the above example, moving mass away from the motor or motor which is performing more work.
  • elevator trim from a neutral position is indicative of a non optimum CG.
  • Steps 73 and step 74 may be repeated during flight as part of an iterative CG adjustment process as indicated by step 75.
  • Figure 8 illustrates a system whereby a UAV 100 has a processor 105 configured to receive one or more sensor inputs 122 indicative of CG position, such as tail trim, or rotor speed as outlined in the above examples.
  • the processor 105 is configured to determine whether the CG is optimised and output a signal operable to cause CG adjustment. For example, the processor is configured to determine the CG is beyond an allowable limit and outputs a signal to control the position of a load on-board the aircraft to move the CG to within an allowable limit.
  • FIGS 9 to 12 illustrate embodiments of a CG securement mechanism which may be used in conjunction with the above described control processes and systems.
  • Figure 9 shows the shipping container 200 with an inflatable device 220 installed on the interior of the container.
  • the inflatable device 220 is a bladder having a stretchable membrane 205 arranged to form an interior for enclosing a pressurised gas.
  • a pneumatic conduit 221 is provided and adapted to couple pressurise gas from a pressurised source to the inflatable device 220.
  • Figure 9 depicts the inflatable device 220 in a deflated form
  • Figure 10 depicts the inflatable device in an inflated form, where the device has expanded to fill the interior space of the container 200 and surround the cargo 210.
  • the cargo is substantially prevented from moving within the container.
  • the inflatable device 220 is preferably inflated once the optimum CG of the UAV has been achieved.
  • the inflatable device 220 is inflated to secure the cargo 210 within the container 200 such that CG adjustments can be made without being affected of movement of the cargo within the container.
  • the inflatable device 220 is located at the top of the container so as to expand downward when inflated. In this way, the position of the cargo within the container is maintained.
  • Figure 11 and Figure 12 depict an alternative exemplary embodiment whereby there are multiple inflatable devices.
  • an upper inflatable device 220 is provided in conjunction with opposing lateral inflatable devices 222, each with a pneumatic conduit 223 for control of inflation or deflation.
  • Figure 1 1 shows the inflatable devices 220, 222 in deflated form and
  • Figure 12 shows the inflatable devices in inflated form.
  • the lateral devices 222 may be preferable for the lateral devices 222 to inflate before the upper device 220. In this way, a cargo item is centred within the container by the laterally devices 222 before being restrained by the upper device 220.
  • a pressurised air source may be shared with a pneumatic lock mechanism which may be applied to the container.
  • a pneumatic sequence lock may be implemented to secure the container for transport, and the sequence of pneumatic lock may be used to also control an inflation sequence.
  • the inflatable devices 222 provide a CG adjustment mechanism operable for control of the position of cargo within the shipping container 220.
  • CG adjustments may be made during flight to optimise CG by shifting cargo within the container to a position which moves the CG toward an optimum location.
  • Figure 13 shows an exploded view of an exemplary embodiment of a container having a shell 300 closed by a hatch 301.
  • a hinge 302 couples the shell 300 to the hatch 301 to allow opening and closing of the container.
  • An arrangement of airbags is located within the container, including forward aft orientated airbags 303 and side to side airbags 304.
  • a control system 305 such as electronics and/or pneumatics may be provided to control inflation or deflation of the airbags.
  • the airbags are positioned around the periphery of the shell 300 such that a cavity for positioning cargo 210 is provided in between them.
  • Figures 14(a) to (d) show stages of airbag 303, 304 inflation for cargo stability and CG adjustment.
  • the airbags are deflated, opening the interior of the container for receiving cargo.
  • a cargo item is plated in the container.
  • Figure 14(c) shows the forward and aft orientated airbags inflated to stabilise the cargo in the longitudinal direction relative to placement on the UAV.
  • Figure 14(d) shows a first laterally positioned airbag 304a overinflated relative to an opposing laterally positioned airbag 304b such that the cargo is positioned off-centred.
  • the precise positioning of the cargo by selective inflation of the airbags is controlled via a feedback from a UAV CG detection mechanism.
  • a UAV CG detection mechanism For example, one or more of the above described CG detection systems is used to make a determination of the UAV CG position.
  • Selective inflation or deflation of particular and/or pressure control of the airbags located about the periphery of the cargo within the container is used to make adjustments to that determined CG by adjustment of the position of the cargo within the container.
  • the container has forward and aft located airbags to adjust the longitudinal position of the UAV centre of gravity.
  • airbags are provided only laterally and this may be provided by orientation of the container relative to the UAV airframe, for example, by rotating the container ninety degrees.
  • the shell is formed with aerodynamic considerations to allow placement on the exterior of an airframe.
  • Figure 15 and Figure 16 show the container attached to the exterior of a VTOL type aircraft 310.
  • a VTOL aircraft offers benefits of low speed take-off and landing similar to a multi-rotor aircraft, yet typically faster and more efficient forward-flight.
  • the container and/or contents of the container may be shifted relative to a UAV airframe to allow for CG adjustment.
  • the airframe is equipped with a rail which allows the container to slide.
  • An on-board stepper- motor or actuators or external robotics is used to control the position of the container on the rail.
  • the container is preferably compatible with multiple transportation options which may form part of a logistics network.
  • Figure 17 shows a cycle-courier 320 with the container attached as a backpack. Compatibility with multiple transportation options avoids having to repack cargo during phases of transportation.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Abstract

Cette invention concerne un système de transport d'une cargaison, comprenant un contenant conçu pour le stockage d'une cargaison et conçu pour le transport par véhicules aériens sans pilote Le contenant a la forme d'une coque définissant un espace intérieur adapté pour contenir un ou plusieurs articles de cargaison. Le contenant a une ouverture pouvant être refermée dans la coque, permettant l'accès à l'intérieur de la coque et l'insertion d'une cargaison à l'intérieur de la coque. Pour permettre l'ajustement du centre de gravité du véhicule aérien sans pilote par le déplacement d'articles de cargaison à l'intérieur du contenant, une ou plusieurs vessies gonflables sont situées, au moins en partie, autour de la périphérie de l'espace intérieur. Un gonflage variable ou contrôlé des vessies est prévu pour permettre l'insertion d'une cargaison à l'intérieur de coque à l'état dégonflé et stabiliser la cargaison, et permettre un ajustement de centre de gravité dans l'intérieur à l'état gonflé.
PCT/NZ2020/050031 2019-03-28 2020-03-30 Contenant d'expédition par véhicules aériens sans pilote WO2020197416A1 (fr)

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CN113570306A (zh) * 2021-07-21 2021-10-29 天之成科技(上海)有限公司 一种智慧物流系统
CN114955201A (zh) * 2022-04-25 2022-08-30 重庆安都陶瓷有限公司 一种大型陶罐辅助运输装置
IT202100015422A1 (it) * 2021-06-14 2022-12-14 Sab Group S R L Drone da trasporto.
WO2023026672A1 (fr) * 2021-08-24 2023-03-02 コニカミノルタ株式会社 Véhicule aérien sans pilote et dispositif de chargement

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WO2023026672A1 (fr) * 2021-08-24 2023-03-02 コニカミノルタ株式会社 Véhicule aérien sans pilote et dispositif de chargement
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