Patent Publication Number: US-2022234730-A1

Title: Fuselage for transporting medical cargo in an unmanned aerial vehicle

Description:
RELATED APPLICATION 
     This application claims priority to U.S. Provisional Patent Application No. 62/867,749, filed on Jun. 27, 2019, the content of which is incorporated by reference herein in its entirety. 
    
    
     BACKGROUND 
     An unmanned aerial vehicle (UAV), commonly known as a drone, is an aircraft without a human pilot aboard. The flights of UAVs can operate with various degrees of autonomy (e.g., under remote control by a human operator, autonomously by onboard computers, and/or the like). UAVs can be used for various purposes, including logistics (e.g., delivering cargo), aerial photography, data collection, combat, reconnaissance, and/or the like. 
     SUMMARY 
     According to some implementations, a fuselage may include a base plate including one or more attachment points for securing the base plate to an unmanned aerial vehicle; a cover removably securable to the base plate; and a cargo compartment disposed in a space between the base plate and the cover at a balance point of the unmanned aerial vehicle, wherein the cover is removable from the base plate to provide access to the cargo compartment from a side of the unmanned aerial vehicle opposite from the ground. 
     According to some implementations, a system may include a fuselage, wherein the fuselage includes a base plate including one or more attachment points for securing the base plate to an unmanned aerial vehicle; a cover removably securable to the base plate; and a cargo compartment disposed in a space between the base plate and the cover at a balance point of the unmanned aerial vehicle, wherein the cover is removable from the base plate to provide access to the cargo compartment from a side of the unmanned aerial vehicle opposite from the ground when the unmanned aerial vehicle is on the ground. The system may further include a container to transport cargo within the cargo compartment, wherein one or more of the cargo compartment or the container includes one or more devices to regulate an environment within the container. 
     According to some implementations, an unmanned aerial vehicle may include a frame attached to a set of landing gear and to multiple rotors configured to lift and propel the unmanned aerial vehicle and a fuselage secured to the frame of the unmanned aerial vehicle. The fuselage may include a base including one or more attachment points for securing the base to the unmanned aerial vehicle, a cover removably securable to the base, and a cargo compartment disposed in a space between the base and the cover at a balance point of the unmanned aerial vehicle. The cover is removable from the base to provide access to the cargo compartment from a side of the unmanned aerial vehicle opposite from the landing gear. The unmanned aerial vehicle may further include one or more electronic components to monitor and control one or more environmental parameters within the cargo compartment. 
     Implementations generally include a device, unmanned aerial vehicle, unmanned aerial vehicle fuselage, system, method, computer program product, and/or non-transitory computer-readable medium as substantially described herein with reference to and as illustrated by the accompanying drawings and specification. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIGS. 1A-1D  are diagrams of one or more example implementations described herein. 
         FIG. 2  is a diagram of an example environment in which systems, devices, and/or methods described herein may be implemented. 
         FIG. 3  is a diagram of example components of one or more devices of  FIG. 2 . 
     
    
    
     DETAILED DESCRIPTION 
     The following detailed description of example implementations refers to the accompanying drawings. The same reference numbers in different drawings may identify the same or similar elements. 
     Unmanned aerial vehicles (UAVs) have become prevalent, having gained significant importance and value with widespread adoption in commercial, military, consumer, and other market sectors. For example, part of the reason for the growth in popularity of UAVs, also referred to as unmanned aircraft, drones, and/or the like, is a low cost and small form factor as compared to piloted aircraft. These features also make UAVs a viable option to service communities that may be inaccessible by other vehicles (e.g., due to a lack of roads or other infrastructure). However, while UAVs can be flown for various purposes, the use of UAVs is often limited by the manner in which UAVs are designed. For example, UAVs are typically lightweight machines with multiple rotors and require precise balance to achieve a safe and stable controlled flight. Accordingly, the mass of a UAV must be precisely balanced in order to fly at all, and especially to fly efficiently. This presents significant challenges when a UAV is used to transport cargo that may have a different mass from one flight to the next, as existing UAVs are typically designed to carry payloads that do not change mass or position (e.g., cameras). Accordingly, to achieve balance, current standard practice is usually to mount the payload to a particular point of the UAV (e.g., the nose to provide the camera with a clear view) and place another heavy component (e.g., a battery) at an opposite end of the UAV as a counterweight to the payload. Consequently, if the payload mass is changed (e.g., the camera is replaced with another object that is heavier or lighter than the camera), the balance of the UAV shifts. Because small aircrafts such as UAVs are very sensitive to balance, changing the payload mass even a small amount can move the balance point enough to render the UAV unsafe, inefficient, unflyable, and/or the like. 
     One context in which the above-mentioned challenges may arise is when a UAV is used to transport medical cargo, such as biological samples, pharmaceuticals, and/or the like. For example, UAVs can be used to deliver and/or pick up medical cargo from remote areas, disaster areas, and/or the like, which may allow medical supplies to be delivered without having to hire a pilot, find an area to land, clear area on the ground, and/or the like. More generally, UAVs can allow biological samples, pharmaceuticals, medical devices, and/or the like to be collected at convenient locations and transported to other destinations (e.g., laboratories). However, this poses challenges because medical cargo can often be dangerous (e.g., biohazard, poisonous, controlled substances, and/or the like), and some medical cargo may have a limited lifetime. For example, whole blood specimens are generally viable for approximately eight hours from collection, and this lifetime is reduced if one or more environmental parameters are outside of the samples transport requirements (e.g., whole blood becomes inviable if boiled, frozen, or vibrated excessively, and should be maintained between 10-30° Celsius, ideally at 22° Celsius). When a UAV is used to transport medical cargo, maintaining the environmental parameter(s) within the viable range may be difficult (e.g., when the UAV is flying through a desert or cold environment, when the air is particularly moist or dry, when wind or other conditions cause vibrations, and/or the like). 
     Furthermore, when UAVs are used to transport medical cargo, current UAV designs present various accessibility challenges. For example, UAVs carrying medical cargo are often flown between a central hub (e.g., a hospital, a warehouse, a laboratory, and/or the like) and outlying sites (e.g., a clinic and/or the like). At both locations, non-aviation personnel (e.g., nurses, lab technicians, and/or the like) may need to interact with the UAV to load and/or unload the cargo and change batteries after each flight. However, UAVs typically require extensive training to operate and may be difficult to service for non-aviation personnel, as many UAVs locate cargo and battery compartments underneath the aircraft, which tends to be hard to access. For example, the UAV would need to be picked up off the ground and turned over or placed on some kind of stand up in the air to access the cargo and battery compartments underneath, which can be tedious and potentially impossible in certain environments (e.g., where there is no infrastructure). Furthermore, many UAVs require tools to open service compartments, which increases the inconvenience, difficulty, and inaccessibility for non-aviation personnel, especially when the UAV has separate cargo and battery compartments (e.g., to maintain balance). 
     Some implementations described herein relate to a fuselage structure including a cargo compartment that may be positioned at a balance point (e.g., a center of mass) to which the fuselage structure is secured. For example, the fuselage structure may include a base plate with one or more attachment points for securing the fuselage to the UAV, a bottom portion that is secured to the base plate and the UAV from underneath the UAV (e.g., a same side as landing gear of the UAV, a ground side when the UAV is on the ground, and/or the like), and a cover that can be secured to the base plate without the use of tools or small parts (e.g., pins or screws, and/or the like). Furthermore, the cover may be removable from above the UAV (e.g., a side of the UAV opposite to the landing gear, the ground, and/or the like), and a space between the cover and the base plate may define the cargo compartment for carrying a payload to be transported by the UAV, which makes the cargo compartment accessible from above the UAV. In addition, the base plate may include a cavity to house a battery that powers the UAV, whereby the cavity to house the battery may also be accessed through the cargo compartment when the cover is removed. 
     In this way, because the cargo compartment is provided at the balance point of the UAV, a mass of the aircraft is distributed in such a way that mass can be added to and/or removed from the cargo compartment without affecting balance of the UAV. Furthermore, because the cover can be removed from above the UAV without the use of tools, small parts, and/or the like, the cargo compartment and the cavity that houses the battery can be easily accessed to load and/or unload cargo from the cargo compartment, change batteries, and/or the like after a flight in which the UAV arrives at a destination and/or before a flight in which the UAV travels to a next destination. In addition, as described in further detail elsewhere herein, the fuselage and/or a container to be transported in the fuselage may include one or more environmental regulation mechanisms to maintain the cargo within a range of one or more parameters that relate to temperature, vibrations, humidity, and/or the like. Furthermore, the fuselage and/or the container to be transported in the fuselage may include one or more containment mechanisms to prevent the cargo from leaking, seeping, and/or otherwise escaping the container in case the UAV crashes, experiences a hard landing, and/or the like. In this way, the containment mechanisms may allow the fuselage and/or the container transported in the fuselage to be used to transport medical cargo that may include biohazardous material, poisonous substances, controlled substances, and/or the like, and the environmental regulation mechanisms may preserve the quality of the medical cargo during transport via the UAV. 
       FIGS. 1A-1D  are diagrams of one or more example implementations  100  described herein. As shown in  FIGS. 1A-1B , a fuselage structure may include a base plate  114 , a removable cover  116 , and a bottom portion  118 . As further shown in  FIG. 1C , a space between the base plate  114  and the removable cover  116  may define a cargo compartment or cargo compartment where a cargo container  126  can be placed to transport a payload. In addition, the base plate  114  may include a battery cavity  122  to house a battery that powers a UAV to which the fuselage structure is secured, and a space between the base plate  114  and the bottom portion  118  may be used to house various electronic components associated with the UAV (e.g., autopilot electronics, various wires and interconnects, power supply cables, and/or the like). As further shown in  FIG. 1D , interior components of the fuselage structure may further include a battery securing mechanism  128  for securing a battery within the battery cavity  122 , a cargo rim  130  and/or cargo securing mechanism  132  for securing the cargo container  126 , and/or the like. 
     As shown in  FIG. 1A , the UAV in example implementation(s)  100  may be an unmanned vertical take-off and landing (VTOL) aircraft that has a frame  102 , fixed wings  104 , and a tail assembly or empennage  106 . As further shown in  FIG. 1A , the UAV includes landing gear  108  attached to the frame  102 . The fixed wings  104  are secured to the frame  102  to form a fixed-wing airframe. In some implementations, the frame  102  may provide structural support for motors associated with various rotors that are used to fly the UAV, which may include a forward thrust rotor  110  and various VTOL thrust rotors  112 , as described in further detail elsewhere herein. In some implementations, the landing gear  108  may be sufficiently strong to support a maximum load weight for a combination of the components of the UAV and, in some cases, one or more components and/or objects housed within the fuselage structure (e.g., a payload, a battery, internal support components, sensors, electronic components, and/or the like). 
     In example implementation(s)  100 , the fixed wings  104  are airfoils that produce lift to facilitate aircraft flight. During flight, air passing over the fixed wings  104  creates a region of lower-than-normal air pressure over top surfaces of the fixed wings  104 , with a higher pressure existing on bottom surfaces of the fixed wings  104 . This results in a net upward force acting on the fixed wings  104  to generate lift. In some implementations, fixed wings  104  may include a pair of wings that are applied to and extend from opposite sides of the fuselage structure (e.g., in implementations where the fuselage structure and the UAV are manufactured as a single integrated unit). Additionally, or alternatively, the fixed wings  104  may include a single structure. For example, the fuselage structure and the UAV may be separate modules, with the fuselage structure attaching to the fixed wings  104 , a portion of the frame  102 , and/or the like. Although not shown, the fixed wings  104  may include ailerons that are pivotally retained at rears of the fixed wings  104  near outer or distal extremities of the fixed wings  104 . In some implementations, the empennage  106  gives stability to the UAV, and is located behind and in spaced-apart relation to the trailing extremity of the fuselage structure. For example, as shown, the empennage  106  may be a V-shaped tail assembly that stabilizes the UAV during flight. 
     As shown in  FIG. 1A , the UAV may be a hybrid aircraft including separate rotors for forward and vertical thrust. In particular, the UAV may have a hybrid quadrotor “X” configuration, including a forward thrust rotor  110  mounted to a rear extremity of the fuselage structure in front of empennage  106 . The forward thrust rotor  110 , which provides forward thrust to the UAV, may be powered by a forward propulsion engine, sometimes referred to as a main engine. While the example UAV shown in  FIG. 1A  uses a single forward thrust rotor  110  mounted at the rear of the fuselage structure, in other designs the UAV may include one or multiple thrust rotors mounted at other positions. 
     As further shown in  FIG. 1A , the UAV includes a VTOL propulsion system, or simply a VTOL system, to provide vertical thrust for vertical takeoff and landing operations. For example, in  FIG. 1A , the VTOL propulsion system includes four VTOL thrust rotors  112  in a quadrotor “X” pattern for providing vertical lift and yaw control over the UAV. Additionally, or alternatively, the UAV may include a different quantity of VTOL thrust rotors  112  and/or VTOL thrust rotors  112  at different locations. Furthermore, in some implementations, the VTOL thrust rotors  112  may be fixed-mount or pivot-mount rotors. Forward thrust engines and vertical thrust engines used to power the forward thrust rotor  110 , the VTOL thrust rotors  112 , and/or the like can be internal combustion engines, electric (e.g., battery-powered) motors, and/or the like. 
     In some implementations, the fuselage structure may be used to transport medical cargo, which may include hazardous or sensitive cargo (e.g., biological samples, poisonous substances, controlled substances, and/or the like) that may need to be contained in the event of a crash, a hard landing, and/or the like. For example, if the medical cargo transported within the fuselage structure includes a blood specimen that is known or suspected to be infected with a virus (e.g., Ebola), the fuselage structure and/or a container to be transported within the fuselage structure may be designed to contain the medical cargo in the event of a crash or hard landing to ensure that the virus remains inside and cannot escape the container. Furthermore, the fuselage structure and/or the container to be transported within the fuselage structure may include one or more environmental monitoring and/or control mechanisms to maintain the cargo in a viable condition during transport. For example, in some cases, the medical cargo may be a blood sample or other cargo that needs to stay warm, while in other cases the medical cargo may need to stay cold. In other words, depending on the nature of the cargo, external environmental variables (e.g., whether the UAV is flying in hot or cold weather, windy conditions, and/or the like), and/or the like, the medical cargo may need to be maintained within a certain range of one or more parameters with respect to temperature, vibration, humidity, and/or the like. Accordingly, as described in further detail elsewhere herein, the environmental monitoring and/or control mechanisms may include a thermoelectric cooler, an air conditioner, a heater, a heating and/or cooling insert, a temperature sensor (e.g., a thermometer), a shock absorber, a vibration dampener, an active vibration control device, a vibration sensor (e.g., a piezoelectric sensor, an accelerometer, a gyroscope), a humidifier, a dehumidifier, a humidor, a passive humidity control pack, a humidity sensor, and/or the like. 
     In some implementations, because the fuselage structure is designed to carry medical cargo that may have a different mass from one flight to another, the fuselage structure may be designed to position a cargo compartment at a balance point of the UAV. For example, the UAV is a small aircraft that is very sensitive to balance, whereby the UAV may become unflyable if not properly balanced. Accordingly, as shown in  FIGS. 1A-1B , the fuselage structure is positioned with the cargo compartment at the balance point (e.g., center of mass) of the UAV, which allows the cargo carried in the cargo compartment to be loaded, unloaded, and/or the like without affecting the overall balance of the UAV. Notably, in some implementations, the balance point or center of mass may not necessarily be the mid-point of the UAV, as different components of the UAV may affect the balance of UAV differently due to having different masses, weights, and/or the like. 
     For example, in some implementations, the UAV may have a balance point or center of mass that corresponds to an intersection between a midline of the UAV that extends from the nose of the fuselage structure to empennage  106  and a perpendicular line defining an equal distribution of weight or mass between the front and rear of the UAV. In the example shown in  FIG. 1A , the balance point is at a point somewhat closer to the front of the UAV (e.g., based on the extra weight of the forward thrust rotor  110  and empennage  106 ). Furthermore, in some cases, other variables may affect the balance point of the UAV (e.g., an amount of fuel in a tank in cases where the UAV is powered at least in part by one or more internal combustion engines). Accordingly, in some implementations, the precise balance point or center of mass of the UAV may be determined (e.g., at a manufacture or design stage) under various conditions, including when there is no cargo, fuel, battery, and/or the like in the UAV, and the fuselage structure may be secured to the UAV with the cargo compartment positioned at the precise balance point based on the conditions in which the UAV is to fly. In this way, the balance of the UAV may be unaffected by any variations in the mass of the cargo transported within the cargo compartment, as the cargo compartment within the fuselage structure is aligned with the precise balance point of the UAV. 
     As further shown in  FIGS. 1A-1B , the cover  116  of the fuselage structure is removable from the base plate  114  and/or the bottom portion  118  from above the UAV (e.g., a side opposite the landing gear  108 ), which provides easy access to the interior of the fuselage structure. In particular, the base plate  114  and bottom portion  118  of the fuselage structure may be permanently or semi-permanently secured to the frame  102  of the UAV (e.g., the base plate  114  and bottom portion  118  may be integrated with the frame  102  of the UAV, attached to the frame  102  of the UAV via one or more screws, and/or the like), and the removable cover  116  may be firmly yet removably secured to the base plate  114 . For example, in some implementations, the base plate  114  may be formed from metal or another magnetic material, and the removable cover  116  of the fuselage structure may include a set of magnets that are disposed at one or more locations around an exterior rim of the removable cover  116 . Accordingly, the magnets may firmly secure the cover  116  to the base plate  114  while also allowing the cover  116  to be easily removed to access the interior of the fuselage structure (e.g., the magnets may be rare-earth magnets that produce a strong magnetic field to ensure that the cover  116  does not separate from the base plate  114  during transport). Additionally, or alternatively, the cover  116  may be removably secured to the base plate  114  via other suitable mechanisms, such as a snap latch, a metal clasp, a carabiner, a shackle, and/or the like. In any case, the cover  116  is removable from above the UAV (i.e., a side opposite the landing gear  108 ) without the use of tools or small parts that could be easily lost or misplaced, which may allow non-aviation personnel to easily access the cargo, battery, and/or other components and/or objects in the fuselage structure. 
     As shown in  FIG. 1C , the fuselage structure includes one or more frame attachment points  120  for securing the base plate  114  and the bottom portion  118  to the UAV. For example, as mentioned above, the base plate  114  and the bottom portion  118  may be integrated with the UAV, in which case the frame attachment points  120  may be points where the base plate  114  and/or bottom portion  118  are welded to the UAV. Additionally, or alternatively, the fuselage structure may be constructed as a separate module that can be secured to the UAV, and the frame attachment points  120  may include openings to screw or otherwise fasten the base plate  114  and/or bottom portion  118  to the UAV. In this case, the base plate  114  and/or bottom portion  118  may be detached from the UAV and replaced if there is damage to either or both components. Furthermore, as shown in  FIG. 1C , there may be a space between a lower surface of the base plate  114  and the bottom portion  118 , and various electronic components of the UAV may be housed in that space. For example, the electronic components housed in the space between the lower surface of the base plate  114  and the bottom portion  118  may include autopilot electronics, wiring, circuit boards, processors, communication modules, interfaces to connect to servo motors that operate rudders and other components of the UAV, connectors to interface with environmental regulation and/or containment components in the cargo compartment, and/or the like. Accordingly, the electronic components housed in the space between the lower surface of the base plate  114  and the bottom portion  118  may interface with various sensors, actuators, and/or the like that are used to monitor and maintain one or more environmental parameters during flight, and may enable the environmental parameter(s) to be remotely monitored and/or controlled via one or more ground stations. Furthermore, by housing the electronic components in the space between the lower surface of the base plate  114  and the bottom portion  118 , the electronic components may be protected from inadvertent damage when personnel remove the cover  116  to access the interior of the fuselage structure. 
     As further shown in  FIG. 1C , the base plate  114  may include a battery cavity  122  to house a battery that powers the UAV, certain electronic components of the UAV, and/or the like. In this way, when the UAV arrives at a destination, personnel who remove the cover  116  from the base plate  114  may easily access the battery within the battery cavity  122  (e.g., to recharge the battery, swap out the battery for a fully charged battery, and/or the like). 
     As further shown in  FIG. 1C , the interior of the fuselage structure may further include a cargo compartment, which may include a cargo support  124  to hold a cargo container  126  in which cargo to be transported is placed. For example, the cargo support  124  may include an elevated surface to hold and protect the cargo container  126 . Furthermore, in some implementations, the cargo support  124  may be constructed in a way to absorb vibrations, impact shock, and/or the like to prevent vibrations from transferring to the cargo held in the cargo container  126 . Additionally, or alternatively, as described in further detail elsewhere herein, the cargo support  124 , the cargo container  126 , and/or the like may be equipped with one or more environmental regulation and/or containment mechanisms to preserve and/or contain the cargo carried in the cargo container  126  during transport, after a crash or hard landing, and/or the like. 
     As further shown in  FIG. 1D , the battery cavity  122  may be associated with a battery securing mechanism  128  to securely hold a battery within the battery cavity  122  during flight and to allow the battery to be easily removed from the battery cavity  122 . For example, in FIG.  1 D, the battery securing mechanism  128  includes a pair of slots on either side of the battery cavity  122 , and a tensioning mechanism such as a strap with hook-and-loop fasteners may pass through the pair of slots to hold the battery in place. Additionally, or alternatively, the tensioning mechanism used to hold the battery in place may be a rubber strap with hooks on one or both ends, and the hooks may be formed to grasp one or both slots on either side of the battery cavity  122 . In some implementations, the battery securing mechanism  128  may employ a self-tensioning mechanism to alleviate personnel having to tension the battery into place. 
     As further shown in  FIG. 1D , the cargo compartment may include a cargo rim  130  to surround the cargo container  126  and act as a fence-like barrier to hold the cargo container in place. For example, the battery cavity  122  can be formed in the base plate  114  to securely hold the battery in place because the battery may generally have a well-defined and/or standardized form factor. In contrast, the cargo container  126  may have a variable size to accommodate cargos of varying sizes, whereby the cargo support  124  is constructed as a plate or support member to accommodate different sizes for the cargo container  126 . Accordingly, the cargo rim  130  may surround and hold the cargo container  126  in place, and in some cases, the cargo rim  130  may be adjustable to provide a tighter fit around the cargo container  126 . For example, in some implementations, the cargo rim  130  may be constructed with one or more walls that can be moved inward or outward to accommodate different sizes for the cargo container  126 . 
     As further shown in  FIG. 1D , the cargo compartment may also include a cargo securing mechanism  132  for holding the cargo container  126  in place. For example, the cargo securing mechanism  132  may have a similar design as described above with respect to the battery securing mechanism  128 . Additionally, or alternatively, the cargo securing mechanism  132  may be designed to accommodate different sizes for the cargo container  126 , amorphous cargo that is transported without a container, and/or the like. For example, the cargo securing mechanism  132  may be a strap with hook-and-loop fasteners to hold the cargo in place through tension, a rubber strap with one end permanently secured to the UAV, the base plate  114 , and/or the like with a hook, loop, carabiner, and/or the like at the other end. In other examples, the cargo securing mechanism  132  may be a mesh or web netting, a collection of bungees with hooks, and/or another mechanism to hold the cargo in place regardless of whether the cargo is transported in a cargo container  126 . 
     In some implementations, as mentioned above, the fuselage structure may be designed to carry medical cargo or other cargo that is sensitive to variations in one or more environmental parameters such as temperature, vibration, humidity, and/or the like. Furthermore, because medical cargo is often hazardous and/or dangerous, the cargo may need to be contained in the event of a crash, hard landing, and/or the like. Accordingly, as described herein, the fuselage structure and/or the cargo container  126  may be designed to enable the environmental parameter(s) within the cargo compartment to be monitored and/or controlled and to prevent the cargo transported within the cargo compartment from escaping the cargo container  126 . 
     For example, different temperature-control mechanisms can be implemented in different cases because cargo may have different temperature requirements (e.g., whole blood should generally be maintained between 10-30° Celsius, and ideally at 22° Celsius, but other biological samples, pharmaceuticals, and/or the like may need to be maintained at cold or frozen temperatures). In some cases, the temperature-control mechanism(s) may further vary depending on external conditions. For example, an ambient temperature may vary depending on whether the UAV is flying in the desert, in the winter, and/or the like. Accordingly, the temperature-control mechanisms may generally be designed to maintain temperature within a desired range, which may be at, below, or above ambient temperature, body temperature, and/or the like. 
     For example, in some implementations, the temperature-control mechanism may include a passive temperature control mechanism, such as a frozen cooler insert that is placed in an insulated container to maintain a cold temperature, a warming insert that may be activated and placed in an insulated container to maintain a warm temperature, and/or the like. Accordingly, in some implementations, the cargo container  126  to be transported within the fuselage structure may include insulation and/or an area (e.g., one or more slots, openings, and/or the like) for receiving the passive cooling and/or heating inserts in order to maintain an environment within the cargo container  126  within a desired range. Additionally, or alternatively, the temperature control mechanism may include an active temperature control mechanism, such as a thermoelectric cooler (TEC) that can be operated to transfer heat in multiple directions to either heat or cool an environment. For example, the TEC may be housed within the cargo container  126 , in the cargo compartment external to the cargo container  126 , and/or the like, and the TEC may be operated in a first mode to cool the cargo container  126  or in a second mode to warm or heat the cargo container  126  (e.g., by reversing a voltage supplied to the IEC). Furthermore, in some implementations, the cargo container  126  and/or the interior of the fuselage structure may be provided with one or more sensors to measure a temperature within the cargo compartment, within the cargo container  126 , and/or the like. In a similar respect, as mentioned elsewhere herein, the cargo container  126  and/or the interior of the fuselage structure may interface with electronics of the UAV to enable remote monitoring of the temperature within the cargo compartment, within the cargo container  126 , and/or the like and/or to enable remote control of the temperature within the cargo compartment, within the cargo container  126 , and/or the like. 
     In some implementations, one or more vibration mitigations may also be implemented within the fuselage structure to absorb, dampen, and/or otherwise control vibrations that may compromise quality of the cargo to be transported within the fuselage structure. In particular, the vibration mitigation mechanisms may include passive vibration mitigation mechanisms, such as passive cushioning or isolation mechanisms to absorb vibrations, impact shock, and/or the like. For example, the passive vibration mitigation mechanisms may include an anti-vibration pad, spherical or semi-spherical vibration damping balls, pneumatic or air isolators (e.g., bladders of compressed air), bubble wrap, and/or the like. Additionally, or alternatively, the vibration mitigation mechanisms may include one or more vibration mitigation mechanisms that are designed to apply a force equal and opposite to external vibrations in order to neutralize the external vibration. Furthermore, in some implementations, the cargo support  124  may be arranged to mitigate vibrations by absorbing and/or counteracting external vibrations (e.g., due to wind, turbulence, a transition from a flight mode to a ground mode, and/or the like). Furthermore, in some implementations, the cargo container  126  and/or the interior of the fuselage structure may be provided with one or more sensors to measure vibrations within the cargo compartment, within the cargo container  126 , and/or the like. In a similar respect, the cargo container  126  and/or the interior of the fuselage structure may interface with electronics of the UAV to enable remote monitoring of the vibrations within the cargo compartment, within the cargo container  126 , and/or the like and/or to enable remote control of the vibration mitigation mechanisms implemented within the fuselage structure, the cargo container  126 , and/or the like. 
     In some implementations, the fuselage structure, the cargo container  126 , and/or the like may be further designed to maintain a humidity within the cargo container  126  within a desired range. For example, the humidity control mechanisms may include a passive humidity control mechanism such as a two-way humidity control pack arranged to remove moisture from an environment and/or add moisture to the environment in order to maintain humidity at a certain level. In other examples, the humidity control mechanisms may include an active humidity control mechanism, such as a humidor, a humidifier/dehumidifier, and/or the like. Furthermore, in some implementations, the cargo container  126  and/or the interior of the fuselage structure may be provided with one or more sensors to measure a humidity within the cargo compartment, within the cargo container  126 , and/or the like. In a similar respect, the cargo container  126  and/or the interior of the fuselage structure may interface with electronics of the UAV to enable remote monitoring and/or control of the humidity within the cargo compartment, within the cargo container  126 , and/or the like and/or to enable remote control of the humidity control mechanisms implemented within the fuselage structure, the cargo container  126 , and/or the like. 
     In some implementations, the cargo container  126 , the fuselage structure, and/or the like may further include padding, wrapping, insulation, and/or materials that are made from absorbent materials to contain any leakage seeping from the medical cargo that may be transported within the fuselage structure. For example, the cargo container  126  may include padding constructed from a cotton and/or gauze material. Protective wrapping may also be positioned within the cargo container  126  to surround the medical cargo being transported via the UAV. The protective wrapping may provide an insulating barrier between the medical cargo and an inner surface of the cargo container  126 . The protecting wrapping may also be constructed of a shock-absorbent material, which limits the movement of the medical cargo within the cargo container  126 . Furthermore, the cargo container  126  may include insulation that serves multiple purposes, including passive temperature control, vibration mitigation by being constructed of a shock-absorbent material sized to fully occupy and fit snugly within the cargo container  126 , and/or the like. In some implementations, the insulation may be constructed from an expanded or expandable flexible polyurethane foam. In this way, the insulation may tightly envelop the medical cargo carried in the cargo container, maintain a temperature of the medical cargo within a desired range, and provide a degree of shock-absorbency or vibration mitigation. 
     In some implementations, as mentioned above, the various environmental regulation mechanisms and/or containment mechanisms may interface with onboard electronics of the UAV to enable onboard and/or remote monitoring and/or control of the environment within the cargo container  126 . For example, the UAV may include a microcontroller-based feedback control system that can read in measurements from one or more environmental sensors (e.g., with respect to temperature, vibrations, humidity, and/or the like), which may be placed inside the cargo container  126 , outside the cargo container  126 , and/or other suitable locations. For example, one or more sensors may be placed on a hot side of the TEC, on a cold side of the TEC, outside to measure ambient temperature, and/or the like, and temperature measurements may be monitored to ensure that the TEC does not overheat or malfunction, to ensure that temperature remains within the desired range, and/or the like. For example, if a difference between a temperature inside the cargo container  126  and a temperature outside the cargo container  126  satisfies a threshold, then voltage supplied to the TEC may be increased to maintain the temperature inside the cargo container  126 . On the other hand, if the difference between the temperature inside the cargo container  126  and outside the cargo container  126  does not satisfy the threshold, the TEC may be run as normal (e.g., at a lower current or voltage level). 
     Accordingly, in some implementations, measurements from one or more environmental sensors may be stored in a memory (e.g., for logging purposes) and/or provided to one or more onboard and/or remote devices to enable remote monitoring of the environment within the cargo container  126 . In some cases, where the environmental regulation mechanisms include one or more active environmental regulation mechanisms, the interface with the onboard and/or remote devices may further enable control over the active environmental regulation mechanisms to maintain the temperature, vibrations, humidity, and/or other environmental parameters within the appropriate range for the particular medical cargo being transported. 
     In some implementations, in addition to providing various mechanisms to control one or more environmental parameters and/or contain the cargo transported within the cargo container  126 , one or more security measures may be implemented by the cargo container  126  to prevent unauthorized parties from gaining access to medical cargo that may potentially be dangerous, hazardous, poisonous, controlled, and/or the like. For example, the cargo container  126  may include one or more locking mechanisms, while minimal or no security may be implemented at a level of the removable cover  116 . In this way, the cargo container  126  can easily be passed from courier to courier (e.g., from a car to a motorcycle to the UAV and then to another car and/or the like) without requiring personnel to keep track of keys, combinations, security codes, and/or the like to remove and/or secure the removable cover  116 . Furthermore, implementing physical security measures at the level of the removable cover  116  (e.g., more robust material, locks and keys, and/or the like) may introduce additional weight to the fuselage structure, which may raise difficulties with respect to flying the UAV because UAVs tend to be very sensitive to weight. 
     As indicated above,  FIGS. 1A-1D  are provided merely as one or more examples. Other examples may differ from what is described with regard to  FIGS. 1A-1D . For example, while implementation(s)  100  are described herein in a context in which the fuselage structure is secured to a UAV having a hybrid quadrotor configuration, the fuselage structure can be integrated with a UAV and/or constructed as a separate module to be secured to a UAV having any suitable configuration. For example, the UAV may be an unmanned fixed-wing aircraft, an unmanned helicopter, an unmanned multi-rotor aircraft (e.g., a quadcopter), a hybrid unmanned aircraft, and/or the like. Furthermore,  FIGS. 1A-1D  illustrate various implementations of the fuselage structure, the UAV, and/or the like from different viewing angles. Although the accompanying descriptive text may use terms such as “top,” “above,” “bottom,” “underneath,” “side,” and/or the like in reference to such viewing angles, such references are merely descriptive and do not imply or require that the fuselage structure, the UAV, and/or the like be implemented or used in a particular spatial orientation unless explicitly stated otherwise. 
       FIG. 2  is a diagram of an example environment  200  in which systems and/or methods described herein may be implemented. As shown in  FIG. 2 , environment  200  may include an unmanned aerial vehicle (UAV)  210 , a UAV management device  220 , and a network  230 . Devices of environment  200  may interconnect via wired connections, wireless connections, or a combination of wired and wireless connections. 
     UAV  210  includes an aircraft without a human pilot aboard, and can also be referred to as an unmanned aircraft (UA), an unmanned aircraft system (UAS), a drone, a remotely piloted vehicle (RPV), a remotely piloted aircraft (RPA), a remotely operated aircraft (ROA), and/or the like. UAV  210  can have various shapes, sizes, configurations, characteristics, and/or the like for various purposes and applications. In some implementations, UAV  210  can include one or more sensors, such as a biological sensor, a temperature sensor, a chemical sensor, a humidity sensor, a vibration sensor, an electromagnetic spectrum sensor (e.g., a visual spectrum, infrared or near infrared cameras, radar systems, and/or the like), and/or the like. In some implementations, UAV  210  can include one or more components for communicating with UAV management device  220  via network  230  (e.g., an LTE communications component, a wireless local area network (WLAN) communications component, a satellite communications component, and/or the like). For example, UAV  210  can transmit information to and/or receive information from UAV management device  220 , such as sensor data, environmental control data, flight plan information, and/or the like. 
     UAV management device  220  includes one or more devices for managing UAV  210 , managing a flight plan for UAV  210 , monitoring and/or controlling one or more environmental parameters associated with a payload (e.g., medical cargo) being transported by UAV  210 , and/or the like. For example, UAV management device  220  can include a server, a desktop computer, a laptop computer, or a similar device. In some implementations, UAV management device  220  can communicate with UAV  210  via network  230  to receive information related to one or more environmental parameters associated with the payload being transported by UAV  210  and/or transmit information to control the one or more environmental parameters associated with the payload being transported by UAV  210 . In some implementations, UAV management device  220  can permit control of UAV  210  by a user who interacts with UAV management device  220  via one or more input and/or output devices. In some implementations, UAV management device  220  can be included in a data center, a cloud computing environment, a server farm, and/or the like. 
     Network  230  includes one or more wired and/or wireless networks. For example, network  230  may include a cellular network (e.g., a long-term evolution (LTE) network, a code division multiple access (CDMA) network, a 3G network, a 4G network, a 5G network, another type of next generation network, and/or the like), a public land mobile network (PLMN), a local area network (LAN), a wide area network (WAN), a metropolitan area network (MAN), a telephone network (e.g., the Public Switched Telephone Network (PSTN)), a private network, an ad hoc network, an intranet, the Internet, a fiber optic-based network, a cloud computing network, and/or the like, and/or a combination of these or other types of networks. 
     The number and arrangement of devices and networks shown in  FIG. 2  are provided as one or more examples. In practice, there may be additional devices and/or networks, fewer devices and/or networks, different devices and/or networks, or differently arranged devices and/or networks than those shown in  FIG. 2 . Furthermore, two or more devices shown in  FIG. 2  may be implemented within a single device, or a single device shown in  FIG. 2  may be implemented as multiple, distributed devices. Additionally, or alternatively, a set of devices (e.g., one or more devices) of environment  200  may perform one or more functions described as being performed by another set of devices of environment  200 . 
       FIG. 3  is a diagram of example components of a device  300 . Device  300  may correspond to UAV  210 , UAV management device  220 , and/or the like. In some implementations, UAV  210 , UAV management device  220 , and/or the like may include one or more devices  300  and/or one or more components of device  300 . As shown in  FIG. 3 , device  300  may include a bus  310 , a processor  320 , a memory  330 , a storage component  340 , an input component  350 , an output component  360 , and a communication interface  370 . 
     Bus  310  includes a component that permits communication among multiple components of device  300 . Processor  320  is implemented in hardware, firmware, and/or a combination of hardware and software. Processor  320  is a central processing unit (CPU), a graphics processing unit (GPU), an accelerated processing unit (APU), a microprocessor, a microcontroller, a digital signal processor (DSP), a field-programmable gate array (FPGA), an application-specific integrated circuit (ASIC), or another type of processing component. In some implementations, processor  320  includes one or more processors capable of being programmed to perform a function. Memory  330  includes a random access memory (RAM), a read only memory (ROM), and/or another type of dynamic or static storage device (e.g., a flash memory, a magnetic memory, and/or an optical memory) that stores information and/or instructions for use by processor  320 . 
     Storage component  340  stores information and/or software related to the operation and use of device  300 . For example, storage component  340  may include a hard disk (e.g., a magnetic disk, an optical disk, and/or a magneto-optic disk), a solid state drive (SSD), a compact disc (CD), a digital versatile disc (DVD), a floppy disk, a cartridge, a magnetic tape, and/or another type of non-transitory computer-readable medium, along with a corresponding drive. 
     Input component  350  includes a component that permits device  300  to receive information, such as via user input (e.g., a touch screen display, a keyboard, a keypad, a mouse, a button, a switch, and/or a microphone). Additionally, or alternatively, input component  350  may include a component for determining location (e.g., a global positioning system (GPS) component) and/or a sensor (e.g., an accelerometer, a gyroscope, an actuator, another type of positional or environmental sensor, and/or the like). Output component  360  includes a component that provides output information from device  300  (via, e.g., a display, a speaker, a haptic feedback component, an audio or visual indicator, and/or the like). 
     Communication interface  370  includes a transceiver-like component (e.g., a transceiver, a separate receiver, a separate transmitter, and/or the like) that enables device  300  to communicate with other devices, such as via a wired connection, a wireless connection, or a combination of wired and wireless connections. Communication interface  370  may permit device  300  to receive information from another device and/or provide information to another device. For example, communication interface  370  may include an Ethernet interface, an optical interface, a coaxial interface, an infrared interface, a radio frequency (RF) interface, a universal serial bus (USB) interface, a Wi-Fi interface, a cellular network interface, and/or the like. 
     Device  300  may perform one or more processes described herein. Device  300  may perform these processes based on processor  320  executing software instructions stored by a non-transitory computer-readable medium, such as memory  330  and/or storage component  340 . As used herein, the term “computer-readable medium” refers to a non-transitory memory device. A memory device includes memory space within a single physical storage device or memory space spread across multiple physical storage devices. 
     Software instructions may be read into memory  330  and/or storage component  340  from another computer-readable medium or from another device via communication interface  370 . When executed, software instructions stored in memory  330  and/or storage component  340  may cause processor  320  to perform one or more processes described herein. Additionally, or alternatively, hardware circuitry may be used in place of or in combination with software instructions to perform one or more processes described herein. Thus, implementations described herein are not limited to any specific combination of hardware circuitry and software. 
     The number and arrangement of components shown in  FIG. 3  are provided as an example. In practice, device  300  may include additional components, fewer components, different components, or differently arranged components than those shown in  FIG. 3 . Additionally, or alternatively, a set of components (e.g., one or more components) of device  300  may perform one or more functions described as being performed by another set of components of device  300 . 
     The foregoing disclosure provides illustration and description, but is not intended to be exhaustive or to limit the implementations to the precise forms disclosed. Modifications and variations may be made in light of the above disclosure or may be acquired from practice of the implementations. 
     As used herein, the term “component” is intended to be broadly construed as hardware, firmware, and/or a combination of hardware and software. 
     As used herein, satisfying a threshold may, depending on the context, refer to a value being greater than the threshold, more than the threshold, higher than the threshold, greater than or equal to the threshold, less than the threshold, fewer than the threshold, lower than the threshold, less than or equal to the threshold, equal to the threshold, or the like. 
     It will be apparent that systems and/or methods described herein may be implemented in different forms of hardware, firmware, or a combination of hardware and software. The actual specialized control hardware or software code used to implement these systems and/or methods is not limiting of the implementations. Thus, the operation and behavior of the systems and/or methods are described herein without reference to specific software code—it being understood that software and hardware can be designed to implement the systems and/or methods based on the description herein. 
     Even though particular combinations of features are recited in the claims and/or disclosed in the specification, these combinations are not intended to limit the disclosure of various implementations. In fact, many of these features may be combined in ways not specifically recited in the claims and/or disclosed in the specification. Although each dependent claim listed below may directly depend on only one claim, the disclosure of various implementations includes each dependent claim in combination with every other claim in the claim set. 
     No element, act, or instruction used herein should be construed as critical or essential unless explicitly described as such. Also, as used herein, the articles “a” and “an” are intended to include one or more items, and may be used interchangeably with “one or more.” Further, as used herein, the article “the” is intended to include one or more items referenced in connection with the article “the” and may be used interchangeably with “the one or more.” Furthermore, as used herein, the term “set” is intended to include one or more items (e.g., related items, unrelated items, a combination of related and unrelated items, and/or the like), and may be used interchangeably with “one or more.” Where only one item is intended, the phrase “only one” or similar language is used. Also, as used herein, the terms “has,” “have,” “having,” or the like are intended to be open-ended terms. Further, the phrase “based on” is intended to mean “based, at least in part, on” unless explicitly stated otherwise. Also, as used herein, the term “or” is intended to be inclusive when used in a series and may be used interchangeably with “and/or,” unless explicitly stated otherwise (e.g., if used in combination with “either” or “only one of”).