Patent ID: 12234033

The figures depict various embodiments of the disclosed technology for purposes of illustration only, wherein the figures use like reference numerals to identify like elements. One skilled in the art will readily recognize from the following discussion that alternative embodiments of the structures and methods illustrated in the figures can be employed without departing from the principles of the disclosed technology described herein.

DETAILED DESCRIPTION

Specific, non-limiting embodiments of the present disclosure will now be described with reference to the drawings. It should be understood that such embodiments are by way of example only and merely illustrative of but a small number of embodiments within the scope of the present disclosure. Various changes and modifications obvious to one skilled in the art to which the present disclosure pertains are deemed to be within the spirit, scope and contemplation of the present disclosure as further defined in the appended claims.

In various embodiments, the present disclosure provides for systems and methods that include various sized containers and sub containers that fit together onto matching spine systems, and, in certain embodiments, defines spines and containers that would conform to ISO 636 and/or ISO 668 intermodal equipment. Various embodiments of the present disclosure exclude lifting hooks on the top fittings where the system may standardize the upper corner fittings to be similar to the lower corner fittings.

In addition, various embodiments of the present disclosure include spines that can have additional fittings to allow payloads to be shifted (e.g., from front to back) and better match center of gravity requirements of an aircraft system rather than having to shift the payload within the containers. In certain embodiments, spines can have sliding fittings to accommodate relocating the containers to match center of gravity requirements. In various embodiments, spines can include individual sliding fittings to account for thermal expansion differences and geometrical tolerance differences between spines and individual containers. In other embodiments, the spine can have heaters and/or coolers so that it can be brought to a similar temperature as attached containers. This may be useful, for example, when containers have been exposed to hot weather conditions.

Certain embodiments of the present disclosure also demonstrate how containers can be assembled into a carrying space that is double wide and/or double high to accommodate oversize cargo. In certain embodiments, the assembled containers can still fit onto existing intermodal infrastructures and can be assembled prior to loading onto an aircraft.

FIG.1Aprovides a perspective view of an example cargo container100according to an embodiment of the present disclosure.FIG.1Bprovides a bottom-up perspective view of the cargo container100. In various embodiments, the cargo container100may be used as a container in a spine cargo transport system. Various embodiments of spine cargo transport systems are described in U.S. Pat. No. 7,261,257, issued on Aug. 28, 2007 and entitled CARGO AIRCRAFT; U.S. Pat. No. 7,699,267, issued on Apr. 20, 2010 and entitled CARGO AIRCRAFT; U.S. Pat. No. 8,608,110, issued on Dec. 17, 2013 and entitled CARGO AIRCRAFT SYSTEM; U.S. Pat. No. 8,708,282, issued on Apr. 29, 2014 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY ONTO AND FROM AN AIRCRAFT; U.S. Pat. No. 9,493,227, issued on Nov. 15, 2016 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY ONTO AND FROM AN AIRCRAFT; and U.S. Patent Publication No. 2014/0217230, filed on Feb. 5, 2013 and entitled DRONE CARGO HELICOPTER, each of which are incorporated by reference as if fully set forth herein. In the depicted embodiment, the cargo container100includes connection locations that do not exist on standard ISO containers. The cargo container100includes eight corner fittings101a-h. In various embodiments, each corner fitting on a container may mirror at least one other corner fitting on the container. For example, a lower left front corner fitting101ais the mirror image of a lower right front corner fitting101band an opposite mirror of a lower left rear corner fitting101g. In various embodiments, the lower left front corner fitting101ais also a mirror of an upper left front corner fitting101d. In certain embodiments, certain or all corresponding lower fittings and upper fittings may differ, such that they do not mirror one another, as will be described in greater detail herein. A lower left rear corner fitting101gis the mirror image of lower right rear corner fitting101h(shown inFIG.1B), and the opposite mirror of the lower left front corner fitting101a. An upper left front corner fitting101dis the mirror of an upper right front corner fitting101c, and the opposite direction mirror of the lower left front corner fitting101a. An upper right rear corner fitting101eis the mirror image of an upper left rear corner fitting101fand the opposite direction mirror of the lower right rear corner fitting101h(shown inFIG.1B). In various embodiments, the corner fittings101a-hand additional fittings can be designed to transfer flight loads from one container to another and to attached spine systems, as will be described in greater detail herein.

As aircraft loads may be substantial, and may require additional fittings to transfer loads, the cargo container100is shown with additional connection fittings on the front and rear faces of the cargo container100as well as along the length of the cargo container100. According to the depicted embodiment, intermediate fittings are included in a width-wise direction. A front upper width-wise intermediate fitting101iis the mirror image of a front lower width-wise intermediate fitting101jand in the opposite direction is the mirror of a rear upper width-wise intermediate fitting101q, which is the mirror image of a rear lower width-wise intermediate fitting101r(shown inFIG.1B). Intermediate fittings are also included in a height-wise direction. A front left height-wise intermediate fitting101lis the mirror of a front right height-wise intermediate fitting101kand is also the opposite direction mirror of a rear left height-wise intermediate fitting101swhich in turn is the mirror of a rear right height-wise intermediate fitting101t(not shown). Although not shown, in certain embodiments, the container corner fittings can also meet current ISO Intermodal requirements which may require additional types of connection fittings.

The cargo container100has additional intermediate connection fittings in the length-wise direction with an upper left length-wise intermediate fitting101nbeing the mirror of an upper right length-wise intermediate fitting101m. A lower left length-wise intermediate fitting1010is the mirror image of a lower right length-wise intermediate fitting101p. In certain embodiments, fitting101nmay not be the mirror of fitting1010and, similarly, fitting101mmay not be the mirror of fitting101p. This design attempts to minimize the number of required structural connections and will be depicted and described in greater detail herein, for example, with reference to various connected cargo containers.

FIG.2depicts an example embodiment of the lower left front corner fitting101adepicted inFIG.1A, according to an embodiment of the present disclosure. In one embodiment, the lower left front corner fitting101a, or a mirror image thereof, may be used for any of the corner fittings101a-hofFIGS.1A-1B. The lower left front corner fitting101ais designed to connect structurally to a corresponding fitting on another container in the left-to-right direction (i.e., a width-wise direction) via a fitting connector104and a first opening214, in the front-to-back direction (i.e., a length-wise direction) via a fitting connector103and a second opening213, and in the up-and-down direction (i.e., a height-wise direction) via a fitting connector105and a third opening215(not shown). The fitting connector103includes a central body203a, and two rotating members203bon either end of the central body203a. The two rotating members203bcan be rotated between an unlocked position and a locked position. The two rotating members203b, when in the unlocked position, are designed to be inserted into corresponding fitting openings in two cargo containers, and, once inserted, can be rotated into a locked position to secure the corresponding fittings to one another. Similarly, the fitting connectors104,105also include central bodies204a,205a, respectively, and each fitting connector104,105also includes two rotating members204b,205b, which operate substantially similarly to the rotating members203b. The fitting101ais designed in such a way that all three fitting connectors103,104, and105can be attached at the same time. In the depicted embodiment, the fitting connectors103,104, and105are quarter-turn type fitting connectors. These fitting connectors can, in an unlocked position, be placed to mate with their corresponding fitting openings and then rotated approximately 90 degrees into a locked position. The fitting connectors103,104,105shown inFIG.2can be configured to mate with all corner fittings on a cargo container, e.g., fittings101a-hofFIGS.1A-1B. In certain embodiments, the fitting connectors can be configured to individually rotate such that the fitting connector can lock onto one container prior to locking onto a second container.

FIG.3depicts an example embodiment of the lower left length-wise intermediate fitting1010ofFIGS.1A-1B, according to an embodiment of the present disclosure. In one embodiment, the lower left length-wise intermediate fitting1010, or a mirror image thereof, can be used for any of the length-wise intermediate fittings101m,101n,1010,101pofFIGS.1A-1B. The lower left length-wise intermediate fitting1010is designed to connect structurally to a corresponding fitting on another container in the left-to-right (i.e., width-wise) direction via a fitting connector304and a first opening314, and in the up-and-down (i.e., height-wise) direction via a fitting connector305and a second opening315(not shown). It can be seen that the fitting connector304may be identical to the fitting connector104ofFIG.2, and the fitting connector305may be identical to the fitting connector105ofFIG.2. Similar to the fitting connectors104,105, the fitting connectors304,305have a central body304a,305b, and two rotating members304b,305bwhich can rotate between an unlocked position and a locked position. The rotating members304b,305bof fitting connectors304,305are shown in the “locked” position, whereas the rotating members204b,205bof fitting connectors104,105ofFIG.2are shown in the “unlocked” position. The fitting1010is designed in such a way that the two fitting connectors304and305can be attached at the same time.

Fitting connectors104,304, which go left to right (i.e., in a width-wise direction), can be configured to connect with fittings1010and101pas well as the left to right directions of the corner fittings101a-h. Fitting connectors105,305, which go up and down (i.e., in a height-wise direction), can be configured to connect with fittings1010and101p, as well as the up and down directions of the corner fittings101a-h.

FIG.4depicts an example embodiment of the front left height-wise intermediate fitting101lofFIGS.1A-1B. In one embodiment, the front left height-wise intermediate fitting101l, or a mirror image thereof, can be used for any of the height-wise intermediate fittings101k,1011,101s,101tofFIGS.1A-1B. The front left height-wise intermediate fitting101lis designed to connect structurally to a corresponding fitting on another container in the front-to-back (i.e., length-wise) direction via a fitting connector403and an opening413. Fitting connector403may be configured to correspond to additional fittings on a cargo container, such as front right height-wise intermediate fitting101k, rear right height-wise intermediate fitting101tand rear left height-wise intermediate fitting101s. In certain embodiments, fitting connector403may have slightly different outer dimensions than fitting connector103. In other embodiments, both fittings103,403may be made to the same size to reduce the number of various fitting connectors. Similar to the fitting connector103, the fitting connector403has a central body403aand two rotating members403bthat can rotate between a locked position and an unlocked position.

FIG.5depicts an example embodiment of the front upper width-wise intermediate fitting101iofFIGS.1A-1B. In one embodiment, the front upper width-wise intermediate fitting101iis a mirror image of the rear upper width-wise intermediate fitting101q. The front upper width-wise intermediate fitting101iis designed to connect structurally to a corresponding fitting on another cargo container in the front-to-back (i.e., length-wise) direction via a fitting connector503and an opening513. The fitting connector503may be configured to correspond to additional fittings on a cargo container, such as the rear upper width-wise intermediate fitting101q. In certain embodiments, the fitting connector503may have slightly different outer dimensions than fitting connectors103or403. In other embodiments, each of the fitting connectors103,403,503may be identical to one another so as to reduce the number of various fitting connectors. Similar to the fitting connector103, the fitting connector503includes a central body503aand two rotating members503bthat can rotate between a locked position and an unlocked position.

In certain embodiments and scenarios, cargo containers can connect to one another in the front-to-back (i.e., length-wise) direction using only the corner fittings (e.g., fittings101a,101b,101c,101dand/or fittings101d,101e,101f,101gconnected to corresponding corner fittings on another cargo container). Fittings101k,1011,101i,101j,101q,101r,101s, and101tmay optionally be utilized in applications that may need additional connections in the front-to-back direction.

FIG.6depicts an example embodiment of the upper left length-wise intermediate fitting101nofFIGS.1A-1B. In one embodiment, the upper left length-wise intermediate fitting101nis a mirror image of the upper right length-wise intermediate fitting101m. The upper left length-wise intermediate fitting101nis designed to connect structurally to a corresponding fitting on another cargo container or a spine in the up-and-down (i.e., height-wise) direction via a fitting connector605and an opening615. In certain embodiments, the fitting connector605may be identical to the fitting connector105, and can be configured to mate with any other fittings on the cargo container100that is configured to connect in the up-and-down direction. Similar to the fitting connector105, the fitting connector605can include a central body605a, and two rotating members605bthat can rotate between a locked position and an unlocked position.

FIG.7is a table comparing existing ISO container external dimensions versus various embodiments of the presently disclosed cargo container external dimensions. The dimensions shown inFIG.7are based on the front-to-back fitting connectors103,403, and503having a connected thickness between two connected cargo containers of approximately three inches, the side-to-side fitting connectors104,304having a thickness of approximately three inches after mating two cargo containers, and the vertical dimension of the fitting connectors105,305,605having a baseline thickness of approximately four inches when two cargo containers are connected. The thickness of fitting connectors105,305,605may be used to define dimensions and/or a height of an outer aerodynamic fairing. The external fitting connectors103,403,503may be defined by ISO standards as they would dictate the size of two 20′ containers connected to fit in the same space as a 40′ container. In certain embodiments, the size of any fitting connectors may be determined based on the access space required for automated or manual reach actuation systems to lock and/or unlock these fitting connectors. It should be understood that the dimensions of any of the fitting connectors can be modified as appropriate. In certain embodiments, based on the cargo container dimensions found inFIG.7and the number of fittings defined for this configuration of connections, a family of cargo containers can be developed. It should be understood that while various exemplary dimensions and sizes are discussed herein, any appropriate dimensions can be used. For example, two containers that are ½ width and/or ½ height of ISO standards can be combined to create a combination container that is a standard height and/or width.

FIG.8depicts a family of cargo containers800according to an embodiment of the present disclosure.FIG.9provides, front, side, and rear views of the family of containers800ofFIG.8. The family of cargo containers800includes a 5′ container802, a 10′ container804, a 20′ container806, a 40′ container808, and a 50′ container810. The 50′ container810could, in certain embodiments, be designed to fit on a 40′ truck chassis with some cargo weight loading restrictions.

It can be seen that each cargo container has fittings at each of the eight corners of the cargo container, as well as center upper, center lower, center left, and center right fittings on both the front and rear ends of the cargo container, much like the example cargo container100ofFIGS.1A-1B. The longer cargo containers (in this example, cargo containers 20′ and longer) also have additional fittings in the length-wise direction at substantially regular intervals. For example, in the example family of cargo containers800, the cargo containers have additional fittings in the length-wise direction approximately every 10 feet. It can be appreciated that cargo containers can have more additional fittings (e.g., every 5 feet), or fewer additional fittings (e.g., every 20 feet).

The next few figures will demonstrate one example of how containers can be connected to one another.

FIG.10is an exploded perspective view showing how two containers1000a,1000bcan be attached structurally in the front-to-back (i.e., length-wise) direction, in accordance with an embodiment of the present disclosure. In the example shown inFIG.10, each cargo container1000a,1000bis essentially identical to the cargo container100ofFIGS.1A-1Band also the20′ cargo container806ofFIG.8. In this example scenario, each fitting on a rear or rear surface of the first cargo container1000ais connected to each fitting on a front surface of the second cargo container1000busing an appropriate fitting connector. In this example scenario, it is assumed that the front-to-back (i.e., length-wise) fitting connectors103,403,503are identical (i.e., each front-to back fitting connector is the front-to-back fitting connector103ofFIG.2). However, in other embodiments, different front-to-back fitting connectors may have different dimensions such that different front-to-back fitting connectors would be needed for different fittings.

Each fitting connector103is inserted into openings on two corresponding fittings on the cargo containers1000a,1000b(one fitting in cargo container1000aand one fitting in cargo container1000b) while the fitting connector103is in an unlocked position, and then, once inserted, rotating members of the fitting connector103are rotated into a locked position to secure the two corresponding fittings together. While the example inFIG.10shows eight fittings being secured together, it is anticipated that in certain embodiments, only the four corner fitting connections would be needed, but more connections are shown and can be utilized if needed for structural requirements.

FIG.11shows the two containers1000a,1000bconnected in the front-to-back (i.e., length-wise) direction, in accordance with an embodiment of the present disclosure.

FIG.12provides side, top, front, and back views of the two containers1000a,1000bconnected in the front-to-back (i.e., length-wise) direction and the gap that is developed from the assembled system, in accordance with an embodiment of the present disclosure. In various embodiments, the two 20′ cargo containers1000a,1000bfit into the same space as a 40′ cargo container (e.g., cargo container808ofFIG.8).

FIG.13is an exploded perspective view showing how two containers1300a,1300bcan be connected in the side-to-side (i.e., width-wise) direction, in accordance with an embodiment of the present disclosure. In the example shown inFIG.13, each cargo container1300a,1300bis essentially identical to the cargo container100ofFIGS.1A-1Band also the20′ cargo container806ofFIG.8. In this example scenario, it is assumed that the side-to-side (i.e., width-wise) fitting connectors104,304are identical (i.e., each side-to-side fitting connector is the side-to-side fitting connector104ofFIG.2).

In this particular configuration, there are no top side-to-side connections. This may be because, in certain embodiments, the top fittings on the containers1300a,1300bcould be connected to a spine (e.g., on an aircraft being used to transport the containers) or to a second stack of containers, either of which could take the containers' upper side-to-side loads. This can assist in minimizing the number of connections required and still have a functional, structurally sound system. However, it should be appreciated that additional connections can be made if required.

FIG.14shows the two containers1300a,1300bconnected in the side-to-side (i.e., width-wise) direction, in accordance with an embodiment of the present disclosure.

FIG.15provides side, top, front, and back views of the two containers1300a,1300bconnected in the side-to-side (i.e., width-wise) direction and the gap that is developed due to the fitting connector104's thickness, in accordance with an embodiment of the present disclosure.

FIG.16is an exploded perspective view showing how two containers1600a,1600bcan be connected in the top-to-bottom (i.e., height-wise) direction, in accordance with an embodiment of the present disclosure. In the example shown inFIG.16, each cargo container1600a,1600bis essentially identical to the cargo container100ofFIGS.1A-1Band also the20′ cargo container806ofFIG.8. In this example scenario, it is assumed that the top-to-bottom (i.e., height-wise) fitting connectors105,305,605are identical (i.e., each top-to-bottom fitting connector is the top-to-bottom fitting connector105ofFIG.2).

In this particular configuration, there are no top-to-bottom connections made using the front lower width-wise intermediate fitting and the rear lower width-wise intermediate fitting. This may be because, in certain embodiments, the containers1600a,1600bare only 8′ wide, and do not require these fittings to connect in the top-to-bottom direction for structural integrity. This can assist in minimizing the number of connections required and still have a functional, structurally sound system. However, it should be appreciated that additional connections can be made if required and fittings can be modified as appropriate.

FIG.17shows the two containers1600a,1600bconnected in the top-to-bottom (i.e., height-wise) direction, in accordance with an embodiment of the present disclosure.

FIG.18provides side, top, front, and back views of the two containers1600a,1600bconnected in the top-to-bottom (i.e., height-wise) direction and the gap that is developed due to the fitting connector105's thickness, in accordance with an embodiment of the present disclosure.

FIG.19combines all the previous combinations fromFIGS.10-18to show how eight containers1900a-hcan be combined, in accordance with an embodiment of the present disclosure.

FIG.20is a final, assembled eight container assembly, in accordance with an embodiment of the present disclosure.

FIG.21provides, side, top, front, and back views of the eight-container assembly and shows the gaps of an assembled eight container assembly, in accordance with an embodiment of the present disclosure. As discussed gaps in the assembly may be provided so as to allow an automatic or manual reach actuation system to lock and/or unlock each fitting connector103,104,105.

FIG.22is a perspective view of a cargo container2200, according to an embodiment of the present disclosure. The cargo container2200represents an alternative embodiment to the cargo container100ofFIGS.1A-1B. Rather than having solid walls enclosing the cargo container, the cargo container2200has support beams between a plurality of fittings2201a-t. The plurality of fittings2201a-tare substantially identical to the fittings101a-tofFIGS.1A-1B. As was described with respect to the embodiments disclosed above, in certain embodiments, spine-to-container connections and container-to-container connections may occur only at discrete connection locations, i.e., fittings101a-tor2201a-t. This means that the space between the fittings can be anything in terms of geometries, structures, materials, etc., as long as the loads between the fittings and fitting connectors are transferred adequately. It should be understood that fittings, cross-members, and/or support beams can be added as needed based on container size and the cargo to be transported.

FIG.23depicts an example scenario in which twenty cargo containers have been connected together in a double-wide, double-high configuration in order to fit a helicopter2304. Support beams connecting the various fittings of the cargo containers have been arranged such that the twenty cargo containers define an inner cavity within which the helicopter can fit.FIGS.22and23show the flexibility of the system, which includes double-wide and/or double-high container assemblies with one or more center walls or support structures (e.g., support beams) that can be removed. As long as the spine connection locations are met, the container structure and geometry can be almost anything.

This is an advantageous concept, as today's aircraft do not have this ability. By decoupling the payload fuselage section from the aircraft and transmitting all loads via the fittings and fitting connectors, it opens up the ability to customize the structure to a particular payload requirement without affecting the transport vehicle spine.

For instance, consider an example scenario of a transport system (e.g., a cargo aircraft) which has a120′ long spine (such as the spine2502ofFIG.25) which has 13 rows of mounts (i.e., fittings, connections, connection points, etc.) and is able to carry twelve 40′ containers in a two wide and two tall configuration. If the transport system has a payload capacity of 360,000 lbs., this means that each row of mounts can carry 27,682 lbs. of payload. A tank that weighs 120,000 lbs. would need to connect to (120,000/17,681=4.33) 5 rows of spine mounts. Since, in our example design so far, 13 rows=120′, then 5 rows=50′. Thus, a tank that will be carried by our example spine will need a container that spreads its load among 5 rows of mounts. And since a tank may be too wide for one container, it may need to take the entire row of double-wide container mounts/fittings/connections. By decoupling the fuselage load carrying portion of the aircraft (or other transport vehicle), the present disclosure provides for a system where unlimited customization can occur at the container level. No longer will a company have to design an entire aircraft to handle a particular heavy or large load, but instead, they can send a container to a company for modification or even design a new container as long as the connection location can match the spine fitting locations and the loads can be carried from fitting to fitting on the new container design. And since containers are designed to be transported by all land, sea, and air intermodal systems, it is easy to move containers around to be modified. In all cases, air safety factors could be taken into account.

FIG.24depicts a side plan view of various configurations of the family of containers800ofFIG.8connected to one another and to a transport vehicle spine, according to an embodiment of the present disclosure.FIG.24shows how a family of different length containers can be connected to each other and to a transport vehicle spine, in accordance with an embodiment of the present disclosure. The depicted embodiment shows a 50′ segment of a spine with six rows of mounts (or fittings) located at 0″, 109.75″, 230.5″, 351.25″, 472″, and 592.75″. In other words, spine mounts (or spine fittings, or spine connections) are approximately 10′ apart. Each row of mounts can be configured to be secured to corresponding fittings on a container assembly. It should be appreciated that the mount locations depicted in this embodiment, and all other embodiments disclosed herein, represent the location of a center-line with an added tolerance (e.g., a tolerance of +/−0.20″ or a tolerance of +/−0.50″, etc.). Furthermore, it should be appreciated that the mount locations depicted in the present disclosure are exemplary only, and mount locations can, in various embodiments, be modified without departing from the scope of the present disclosure. In the example embodiment, the spine can accommodate any combination of containers from 0′ to 50′, such as, for example a family of containers having containers with lengths of 5′, 10′, 20′, 40′, and 50′ (such as the family of containers800ofFIG.8). A top row ofFIG.24shows a 50′ container810having six rows of fittings located10′ apart. A second row ofFIG.24shows a 40′ container808connected to a 10′ container804to form a container assembly having the same length as the 50′ container810. A third row ofFIG.24shows two 20′ containers806connected to one another to form a container assembly having the same length as the 40′ container808. A fourth row ofFIG.24shows two 10′ containers804connected to one another to form a container assembly that has the same length as a 20′ container806. The final row ofFIG.24shows two 5′ containers802connected to one another to form a container assembly that has the same length as a 10′ container804. In the depicted example scenario, when a 5′ container is used, two of them may need to be connected to emulate a 10′ container, since a single 5′ container by itself can only connect on one side to the spine.

FIG.25depicts front, side, and bottom plan views of a transport vehicle spine2502, according to an embodiment of the present disclosure. The spine2502may, in certain embodiments, be a 60′ segment of a longer spine. The spine2502, and any other spines, spine assemblies, or spine segments disclosed herein, can, in various embodiments, be incorporated into a transport vehicle, such as an aircraft, a boat, a train, and/or truck, to secure and transport a container assembly comprising one or more containers. As mentioned above, various embodiments of spine cargo transport systems are described in U.S. Pat. No. 7,261,257, issued on Aug. 28, 2007 and entitled CARGO AIRCRAFT; U.S. Pat. No. 7,699,267, issued on Apr. 20, 2010 and entitled CARGO AIRCRAFT; U.S. Pat. No. 8,608,110, issued on Dec. 17, 2013 and entitled CARGO AIRCRAFT SYSTEM; U.S. Pat. No. 8,708,282, issued on Apr. 29, 2014 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY ONTO AND FROM AN AIRCRAFT; U.S. Pat. No. 9,493,227, issued on Nov. 15, 2016 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY ONTO AND FROM AN AIRCRAFT; and U.S. Patent Publication No. 2014/0217230, filed on Feb. 5, 2013 and entitled DRONE CARGO HELICOPTER, each of which are incorporated by reference as if fully set forth herein.

The spine2502is 60′ feet long and has seven rows of mounts2504a-g, spaced approximately 10′ apart. The spine2502is configured to receive cargo containers in a one-container wide configuration. In other words, each row of mounts2504a-ghas two mounts which are 89″ apart from each other. Each mount is designed to align with a fitting on a top surface of a cargo container, such as fittings101d,101c,101n,101m,101e,101fof the cargo container100ofFIGS.1A-1B. In certain embodiments each mount may be configured to receive a fitting connector, such as a fitting connector105ofFIG.2, in order to be secured to a corresponding fitting on a top surface of a cargo container. In certain embodiments, each mount may be shaped substantially similarly to one half of a fitting connector, such as the vertical fitting connector105, so that the mount itself can be inserted directly into a corresponding fitting on a top surface of a cargo connector. Certain example embodiment of spine mounts connected to cargo containers can be found in FIGS. 4A-4B of U.S. Pat. No. 8,608,110, issued on Dec. 17, 2013 and entitled CARGO AIRCRAFT SYSTEM.

In certain embodiments, spines can have additional rows of so that cargo containers can be moved, for example, forwards or backwards, to meet center of gravity requirements. In this way, instead of loads having to be adjusted inside the individual cargo containers, entire cargo containers can be moved forwards or backwards by a few feet or even a few inches in order to adjust center of gravity for an entire transport vehicle. As such, there is much more flexibility to adjust the entire container assembly in relation to the spine. In certain embodiments, spines can have many mounts, and any mounts that are not in use can be retracted. Certain embodiments can include spine mounts on a track that can be adjusted forward and/or backwards to move cargo containers in relation to the spine. Other embodiments can have spine mounts arranged symmetrically such that an entire container assembly (potentially comprising a plurality of containers) can be moved a set amount forward or backwards along a spine.

FIG.26depicts front, side, and bottom plan views of a transport vehicle spine2602, according to an embodiment of the present disclosure. The spine2602is 120′ feet long and has thirteen rows of mounts2604a-m, spaced approximately 10′ apart. The spine2602is configured to receive cargo containers in a double-wide configuration. In other words, each row of mounts2604a-mhas two pairs of mounts (4mounts in each row). Each pair of mounts are 89″ apart from each other (to match the width of an ISO cargo container). There is a 10″ spacing between adjacent pairs of mounts in a single row, which is based on a 3″ thick side-to-side fitting connector104and the container corner fittings attachment locations. This spine configuration can accommodate, for example, twelve 40′ containers (e.g., containers808ofFIG.8) in a two wide by two stack configuration three containers long.

As there may be scenarios where there is no ground equipment,FIG.27shows how a set of winches structurally connected to a center wing box structure can raise or lower a container assembly, in accordance with an embodiment of the present disclosure. The winch system shown inFIG.27is shown to engage with two fittings on the container assembly, one on a bottom container and one on an upper container. However, in other embodiments, it may be the case that a single fitting can be engaged. Thus, simple winch systems can be used to lower and raise containers to the spine. For example, if a container assembly is attached to a spine, the winch system can attach to the container assembly, and then unlock the spine mounts securing the container assembly to the spine. The winch system could then lower the containers to the ground. The winch system could then release from the container assembly and retract, and the aircraft can roll way from the container assembly. In the case of a single container on the ground or on a truck, the spine-based aircraft could roll over the container, lower the winch system and attach it to the container. The winch could then raise the container and secure it to the spine of the aircraft. In certain embodiments, the spine can include side tracks that could move the container assembly to the correct position on the spine before locking it in place. In this scenario, the container to container fitting connectors could be on arms that extend from the spine and connect to a first container prior to a second container being loaded on board. Winch locations can vary depending on landing gear configurations and additional ground extendable support structure.

FIG.28provides perspective views of a family of cargo containers2800, according to an embodiment of the present disclosure. The family of cargo containers2800includes a 5′ container2802, a 10′ container2804, a 20′ container2806, a 40′ container2808, and a 50′ container2810. It can be seen that the family of cargo containers2800are substantially similar to the family of cargo containers800ofFIG.8, but each cargo container other than the 5′ container2802includes additional fitting locations along the length of the cargo container. This design increases redundancy in case of failure of any fitting. This design will also allow a single 5′ container2802to be connected on both front and back ends to the spine or to other containers.

FIG.29depicts a side plan view of various configurations of the family of containers2800ofFIG.28connected to one another and to a transport vehicle spine, according to an embodiment of the present disclosure. The depicted embodiment shows a 50′ spine, similar toFIG.24. However, rather than having only six rows of mounts 10′ apart, the 50′ spine inFIG.29has 20 rows of mounts. Again, this higher density configuration (1) increases redundancy in case of failure of any fitting, and (2) allows for a single 5′ container2802to be connected on both front and back ends to the spine or to other containers, among other related advantages.

FIG.30provides perspective views of a family of cargo containers3000, according to an embodiment of the present disclosure. The family of cargo containers3000includes a 5′ container3002, a 10′ container3004, a 20′ container3006, a 40′ container3008, and a 50′ container3010. It can be seen that the family of cargo containers3000are substantially similar to the family of cargo containers800ofFIG.8and the family of cargo containers2800ofFIG.28, but the cargo containers3000have a greater density of fittings than the cargo containers800, and a lower density of fittings than the cargo containers2800.

FIG.31depicts a side plan view of various configurations of the family of containers3000ofFIG.30connected to one another and to a transport vehicle spine, according to an embodiment of the present disclosure. Once again, the depicted embodiment shows a 50′ spine, similar toFIGS.24and28. However, rather than having only six rows of mounts 10′ apart such asFIG.24, or 20 rows of mounts such asFIG.28, the embodiment shown inFIG.31has 10 rows of mounts. Similar to the embodiment shown inFIG.24, this embodiment still requires two 5′ containers3002to be connected together to form the equivalent of a 10′ container, but increases redundancy compared to that equivalent. This, for example, increases redundancy in case of failure of any fitting.

FIGS.32and33illustrate another family of containers3200and corresponding fitting locations for a 50′ spine to facilitate the family of containers3202, according to an embodiment of the present disclosure.

Now that it has been demonstrated how cargo containers can be connected together, various example scenarios are presented in which containers with some walls removed can be connected together to provide a larger payload area, e.g., two containers wide and two containers tall. Different length containers can be created by attaching different types to containers, such as a 40′ long container and a 20′ long container to make a 60′ long combined container. In certain embodiments, containers may have additional connections between them and bracing in their structure to account for missing/removed walls.

FIGS.34A and34Bdepict an example scenario including a specially constructed container assembly3400, in accordance with an embodiment of the present disclosure. The container assembly3400has been constructed by combining two 40′ containers3402a-band two 20′ containers3404a-b. Each container3402a-b,3404a-bis 9′6″ high and 8′ wide. All of the interior walls have been removed in order to create an interior cavity measuring 60′×16′×9′6″. One set of exterior walls have been removed in the figures in order to depict the contents of the container assembly3400. In this case, an M1A1 Abram tank and a USMC LAV-R system are shown loaded and ready to transport.

FIGS.35A and35Bdepict an example scenario including a specially constructed container assembly3500, in accordance with an embodiment of the present disclosure. The container assembly3500includes four 40′ containers3502a-dand four 20′ containers3504a-djoined together. The container assembly3500is equivalent to two of the container assemblies3400ofFIGS.34A-34Bstacked on top of one another to create a double high, double wide, 60′ long container. Once again, all interior walls have been removed in order to create an interior cavity measuring 60′×16′×19′. One set of exterior walls have been removed in the figures in order to more clearly depict the contents of the container assembly3500. The container assembly3500is holding a UH-60 Blackhawk helicopter, again demonstrating the flexibility of this system compared to today's existing aircraft technology.

FIGS.36A and36Bdepict an example scenario including a specially constructed container assembly3600, in accordance with an embodiment of the present disclosure. The container assembly3600includes four 40′ containers3602a-dand four 20′ containers3604a-djoined together. The container assembly3600is equivalent to the container assembly3500ofFIGS.35A-35B. Once again, all interior walls have been removed in order to create an interior cavity measuring 60′×16′×19′. The container assembly3600is housing an F-22 Jet fighter to demonstrate an oversized payload with wings extending outside the container assembly3600. Any oversized load can be accommodated as long as the parts that extend outside the fuselage do not interfere with transport (e.g., do not interfere with landing gear structure on a transport aircraft). In certain embodiments, any protruding portion of the payload that extends outside of the container can be covered by an aerodynamic fairing or other covering. For example, in the case of the F-22 fighter shown inFIGS.36A AND36B, a fairing may act not only to provide some cover and protection to the payload, but also to prevent any lift added by the protruding wing.

In various embodiments, spines can be made for fixed wing systems, rotary wing systems, and multi-rotor systems. In various embodiments, spines can also be made for non-aircraft transport, such as ships, trucks, and/or trains. Containers can even be developed to become drone mother ships, or specialized truck bodies, or any other requirement.

As the disclosed containers are standardized to existing intermodal infrastructures, full logistics capabilities are available. Products can ship via any mode of transportation (including ground, sea, and air) including switching en route between any of the modes, essentially, finding the cheapest cost and fastest delivery via all combinations of available intermodal capacities.

For civilian markets, the presently disclosed technology opens up the ability to go point to point instead of hub and spoke by allowing the use of cross-docking technology instead of requiring gigantic sorting and fulfillment centers. Whereas today, a letter shipped from Los Angeles to Seattle may have to travel to a sorting facility in Memphis, the presently disclosed technology would allow multiple transfers if necessary between different modes of transportation without requiring the need to visit a sorting facility. In addition, training of personnel with containers is greatly reduced and as automation continues to expand, automated filling and emptying of standard containers would be significantly improved compared to conventional approaches.

Various embodiments of the present disclosure also provide for the ability to have electrical and data communication connections between the various spine systems and container systems to expand the functionality of modular containers. For example, using the power and/or data connections on a container and/or a spine, the container could become a radar system of an aircraft, and a separate container could become an air to air weapon system of the aircraft, or a container could be heated, cooled, or pressurized, etc. Thus, different containers within a single container assembly and/or attached to the same spine assembly can have different environmental conditions on the same aircraft.

In certain embodiments, spines configured to connect to one or more containers may be configured with the ability to connect to individual containers via one or more power and/or data probes. In the figures discussed below, an example of a single wide spine design is demonstrated with the addition of separate power and data connection systems. In this case, the power and data probes/connections from the spine can extend into one or more connected containers as needed. Thus, containers that do not need any power or data connections do not need to have their associated probes extended from the spine. Some containers may need just a data connection while others may need just power connections while others may need both power and data connections. Examples of containers requiring only data connections may include temperature sensors or pressure sensors or similar sensors that a customer has requested records on during a particular flight segment. A container that may require only a power connection may be a specialized unit for which a company owning the container has specified no other requirements. In certain embodiments, spines can be configured to house fuel, electrical equipment, controls, and data distribution systems, among others.

FIG.37depicts a spine3700, according to an embodiment of the present disclosure. The spine3700is similar to that shown inFIG.25, essentially a one container wide spine that is 60′ feet long with seven rows of mounts spaced approximately 10′ apart. The spine3700includes seven rows of mounts, with each row comprising a pair of mounts3702. Each mount3702is configured to be inserted into a corresponding fitting on a top surface of a container, and then rotate into a locked position to secure the container to the spine3700. In certain embodiments, each mount3702can be rotated between a locked position and an unlocked position via electronic controls installed in the spine3700to secure and release containers.

The spine3700includes a data distribution system3704, a plurality of data probes3715, and a data transmission line3705for transmitting instructions between the data distribution system3704and the plurality of data probes3715. The spine3700also includes a power distribution system3706, a plurality of power probes3716, and a power transmission line3707for transmitting power between the power distribution system3706and the plurality of power probes3716. In certain embodiments, each data probe3715and power probe3716can be retractable and/or extendable so that only a selected subset of containers are connected to the data and/or power distribution systems3704,3706. Data and power distribution systems in the spine may be implemented using wire, fiber optics, or even integrated in the materials of the spine or any other media that can provide the function of the power and or data distribution systems. In various embodiments, a spine can have a number of power probes and a number of data probes equal to a maximum number of containers that can be connected to the spine. For example, the spine3700has seven rows of mounts, and can connect to a maximum of six containers. As such, the spine3700has six data probes3715and six power probes3716.

In certain embodiments, once a container assembly is mated to the spine, data can either be entered, transmitted, and/or programmed into an aircraft's flight or mission parameters and the spine can extend the necessary probes into the containers of the container assembly. Automated checks can be performed to assure proper connections have occurred and that systems are functional.

FIG.38provides front, side, and bottom profile views of the spine3700, according to an embodiment of the present disclosure.FIG.38more clearly depicts the positions of the mounts3702, the data probes3715, and the power probes3716. In this example embodiment, the data network runs on one side of the spine3700and the power network runs on the opposite side.

FIG.39demonstrates how the probes, both power and data, can extend below and retract above the spine-container mating surface, according to an embodiment of the present disclosure. In certain embodiments, the probes can also be in-line with the fitting connectors on the spine3700so that the probes match corresponding receptacles on attached containers. In other embodiments, the probes can extend and connect on the side of the containers to avoid having upper surfaces that may have a tendency to collect foreign object matter.

In various embodiments, each container in a container assembly can connect to at least one other container in the container assembly via data and/or electronic probes. Containers in a container assembly may also be daisy chained with one another such that data and/or power can be transmitted from one container to another, and containers can communicate with one another. Furthermore, in addition to direct connections between containers, containers may be connected through the spine, such that damage to any container or container connections can be circumvented by transmitting power or data through the spine. For example, in scenarios in which there is in-flight damage, data and power connections can be re-routed between container-to-container and/or container-to-spine.

FIG.40depicts an example scenario in which the spine3700is being connected to a container assembly4000, according to an embodiment of the present disclosure. The container assembly4000includes a first 5′ container4002a, a second 5′ container4002b, and a 10′ container4004. A first data probe3715of the spine3700connects to a data receptacle4010on the container4002a. Similarly, a first power probe3716of the spine3700connects to a power receptacle4012on the container4002a. A second data probe3715of the spine3700connects to a data receptacle4020on the container4004. Similarly, a second power probe3716of the spine3700connects to a power receptacle4022on the container4004. The second 5′ container4002bis not connected to any data or power probe on the spine3700. In one embodiment, the container4002bmay receive data and/or power via data and/or power connections with the container4002a.

FIGS.41A and41Bdemonstrates how a 12×40′ container assembly4100mates with a spine assembly4102, according to an embodiment of the present disclosure. This system could also replicate the data and power connections demonstrated and discussed above. Any containers directly connected to the spine4102can receive power and/or data directly from the spine, whereas other containers may receive power and/or data through connections with other containers.

One advantage of the disclosed technology is the ability to allow containers to be connected to different sized spines. The disclosed technology also allows containers to be sent to vendors for modifications instead of sending an entire aircraft. Once a container is customized, it can fit many platforms. For example, a container that has been fitted with a radar and missile platform can now be fitted on any spine systems. The container is no longer simply a container, but the actual weapon system. As long as the container structure can carry the required fittings loads, it can be configured endlessly and be made from an almost unlimited material types.

FIG.42Ashows a weaponized wide body cargo jet system in which a radar system4200aand a missile launch system4200bhave been secured to a spine of a wide body cargo jet. In certain embodiments, the radar system4200aand/or the missile launch system4200bmay be connected to data and/or power distribution systems implemented in the spine of the jumbo cargo jet.FIGS.42B-42Dshow the same radar system4200aand missile launch system4200bsecured as containers to spines of various other aircraft systems. It should be appreciated that these are simply example embodiments, and weaponized systems (e.g., radar system4200aand missile launch system4200b) can be attached as containers to any spine transport system, including spine transport systems implemented on ships, trucks, trains, or any other transport vehicle. This can, for example, help military logistics transports protect themselves instead of having to have expensive escorts.

The disclosed technology has demonstrated how the cargo fuselage part of an aircraft system can be decoupled from the rest of the airframe while continuing to be compatible with existing ground and ocean intermodal modular cargo systems. In addition, the cost of customizing a particular application has been greatly reduced due to the ability to customize the container, rather than having to customize an entire aircraft or other transport vehicle, and to be able to send a container so easily across existing logistics infrastructures for modification. The ability for the airframe or other transport vehicle to provide power and data capability greatly increases the applications of this technology.

For purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the description. It will be apparent, however, to one skilled in the art that embodiments of the disclosure can be practiced without these specific details. Reference in this specification to “one embodiment”, “an embodiment”, “other embodiments”, “one series of embodiments”, “some embodiments”, “various embodiments”, or the like means that a particular feature, design, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of, for example, the phrase “in one embodiment” or “in an embodiment” in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, whether or not there is express reference to an “embodiment” or the like, various features are described, which may be variously combined and included in some embodiments, but also variously omitted in other embodiments. Similarly, various features are described that may be preferences or requirements for some embodiments, but not other embodiments.

The language used herein has been principally selected for readability and instructional purposes, and it may not have been selected to delineate or circumscribe the inventive subject matter. It is therefore intended that the scope of the invention be limited not by this detailed description, but rather by any claims that issue on an application based hereon. Accordingly, the disclosure of the embodiments of the invention is intended to be illustrative, but not limiting, of the scope of the invention, which is set forth in the following claims.