Note: Descriptions are shown in the official language in which they were submitted.
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MODULAR CONTAINER TRANSPORT SYSTEMS
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation-in-part of U.S. Application
Serial No.
15/867,557, filed January 10, 2018, and entitled "MODULAR CARGO TRANSPORT
SYSTEMS," which claims priority to U.S. Provisional Application No.
62/445,193, filed
January 11, 2017, and entitled "MODULAR CARGO SYSTEMS AND METHODS," each
of which are incorporated by reference herein in their entireties as if fully
set forth
herein. This application also claims priority to U.S. Provisional Patent
Application No.
62/449,434, filed January 23, 2017 and entitled "MODULAR CARGO SYSTEMS AND
METHODS INCLUDING MODULAR GROUND CARGO SYSTEMS AND METHODS,"
and U.S. Provisional Patent Application No. 62/452,139, filed January 30, 2017
and
entitled "MODULAR CARGO SYSTEMS AND METHODS INCLUDING SEMI-TRAILER
SYSTEMS," each of which are incorporated by reference herein in their
entireties as if
fully set forth herein.
FIELD OF THE INVENTION
[0002] The present technology relates to the field of cargo transport
systems.
More particularly, the present technology relates to systems, apparatus, and
methods
for transporting modular containers, including intermodal containers.
BACKGROUND
[0003] The basic unit for transporting goods has been the truck. Being
the basic
unit, the truck has defined limitations on intermodal containers that may
typically be
transported by, for example, ships, trains, and trucks. Much of commerce today
for
which intermodal containers are most convenient are high volume, low weight
products.
Thus, volume, instead of weight, typically creates the limiting factor in the
design of
intermodal containers.
[0004] The aforementioned intermodal containers have greatly facilitated
and
lowered the cost of cargo transportation. However, air cargo, such as airplane
and
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helicopter cargo, has generally been excluded from participation in intermodal
cargo
systems. Aircraft of a size capable of carrying substantial cargo have
typically been
designed first as passenger aircraft. Cylindrical fuselages and lack of large
access ports
thereto in such passenger aircraft limit the use of such aircraft for truly
intermodal cargo
systems. In addition, the weight of intermodal cargo systems often reduce the
payload
an aircraft is able to carry. In such conventional systems, the aircraft
becomes the basic
unit with odd shaped and smaller sized containers. As a result, even with
containerized
cargo, a truck must often be loaded with multiple individual containers for
efficient
distribution of air cargo. Military transports are also not particularly
compatible with
conventional intermodal cargo systems, as they are designed for oversized
cargo such
as rolling equipment (e.g., tanks and trucks), and palletized, irregularly
shaped cargo.
Most aircraft specifically designed for the military are often mission-
directed and overall
efficiency for competitive cargo transportation is not a first priority.
[0005] The inability of aircraft to practically participate in intermodal
container
cargo systems has been disadvantageous to international commerce. Business
principals such as just-in-time supply and changing business environments
including
rapid global internet communication have created a demand for much more rapid
international shipping than can be provided by conventional ships or ground
transport.
However, air cargo systems remain both expensive and inconvenient to
intermodal
shipping. Furthermore, even with respect to ground and water transport, size
restrictions
and other restrictions imposed by conventional intermodal cargo systems
severely limit
the ability of conventional intermodal cargo systems to maximize the
efficiency and
interchangeability that could be offered by such systems.
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SUMMARY
[0006] The present disclosure may be embodied in a ground transport drive
container comprising an outer container having a cuboid shape and comprising a
plurality of fittings for securing the outer container to another apparatus;
and a drive
wheel assembly. The drive wheel assembly comprises one or more wheels and a
deployment mechanism secured to the one or more wheels. An actuating member
actuates the drive wheel assembly between a stowed configuration and one or
more
deployed configurations. In the stowed configuration, the drive wheel assembly
is
housed entirely within the outer container. In the one or more deployed
configurations,
the drive wheel assembly extends from the outer container.
[0007] In an embodiment, the drive wheel assembly further comprises a
propulsion system for powering the one or more wheels.
[0008] In an embodiment, the propulsion system comprises one or more in-
wheel
electric motors.
[0009] In an embodiment, the ground transport drive container comprises
an
energy system for providing power to the one or more in-wheel electric motors.
[0010] In an embodiment, the ground transport drive container is
convertible
between a system stowed configuration, a partially deployed configuration, and
a fully
deployed configuration.
[0011] In an embodiment, in the system stowed configuration, the drive
wheel
assembly is in the stowed configuration and housed entirely within the outer
container;
in the partially deployed configuration, the drive wheel assembly is actuated
to a first
degree; and in the fully deployed configuration, the drive wheel assembly is
actuated to
a second degree that provides for greater ground clearance than the partially
deployed
configuration.
[0012] The present disclosure may also be embodied in a ground transport
system comprising a container assembly to be transported, a first drive
container
secured to a first end of the container assembly, and a second drive container
secured
to a second end of the container assembly.
[0013] In an embodiment, the first drive container comprises an outer
container
having a cuboid shape and comprising a plurality of fittings. The first drive
container is
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secured to the container assembly using at least some of the plurality of
fittings. The
first drive container also comprises a drive wheel assembly. The drive wheel
assembly
comprises one or more wheels, and a deployment mechanism secured to the one or
more wheels. The first drive container also comprises an actuating member for
actuating the drive wheel assembly between a stowed configuration and one or
more
deployed configurations. In the stowed configuration, the drive wheel assembly
is
housed entirely within the outer container, and in the one or more deployed
configurations, the drive wheel assembly extends from the outer container.
[0014] In an embodiment, the second drive container comprises a second
outer
container having a cuboid shape and comprising a second plurality of fittings.
The
second drive container is secured to the container assembly using at least
some of the
second plurality of fittings. The second drive container also comprises a
second drive
wheel assembly. The second drive wheel assembly comprises one or more wheels,
and
a second deployment mechanism secured to the one or more wheels. The second
drive
container also comprises a second actuating member for actuating the second
drive
wheel assembly between a stowed configuration and one or more deployed
configurations. In the stowed configuration, the second drive wheel assembly
is housed
entirely within the second outer container, and in the one or more deployed
configurations, the second drive wheel assembly extends from the second outer
container.
[0015] In an embodiment, the drive wheel assembly further comprises a
propulsion system for powering the one or more wheels.
[0016] In an embodiment, the propulsion system comprises one or more in-
wheel
electric motors.
[0017] In an embodiment, the first drive container comprises a secured
portion
secured to the container assembly and a rotatable portion rotatably secured to
the
secured portion.
[0018] The present disclosure may also be embodied in a semi-truck-type
transport container system comprising a container housing a chassis system.
The
chassis system comprises a chassis, a king pin interface plate mounted on the
chassis,
one or more drive wheel assemblies secured to the chassis, and an actuating
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mechanism for actuating the chassis between a deployed configuration and a
stowed
configuration.
[0019] In an embodiment, the actuating mechanism actuates the chassis
system
approximately 90 degrees between the deployed configuration and the stowed
configuration.
[0020] In an embodiment, the semi-truck-type transport container system
further
comprises a second container. The semi-truck-type transport container system
can be
converted between a system deployed configuration and a containerized
configuration.
In the containerized configuration, the chassis is in the stowed configuration
and the
second container is secured to the first container to substantially enclose
the chassis
system.
[0021] In an embodiment, in the containerized configuration, the first
container
and the second container define a substantially cuboid container comprising a
plurality
of fittings for securing the substantially cuboid container to another
apparatus..
[0022] In an embodiment, the substantially cuboid container comprises a
compartment for enclosing container support hardware.
[0023] In an embodiment, the container support hardware comprises king
pin
hardware for securing a container assembly to the king pin interface plate on
the
chassis.
[0024] In an embodiment, the one or more drive wheel assemblies comprise
a
propulsion system for powering the one or more wheels.
[0025] In an embodiment, the propulsion system comprises one or more in-
wheel
electric motors.
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BRIEF DESCRIPTION OF THE DRAWINGS
[0026] FIGURES 1A and 1B are perspective views of an example cargo
container according to an embodiment of the present disclosure.
[0027] FIGURE 2 is a perspective view of an example corner fitting for a
cargo
container and corresponding fitting connectors, according to an embodiment of
the
present disclosure.
[0028] FIGURE 3 is a perspective view of an example lower length-wise
intermediate fitting for a cargo container and corresponding fitting
connectors, according
to an embodiment of the present disclosure.
[0029] FIGURE 4 is a perspective view of an example height-wise
intermediate
fitting for a cargo container and corresponding fitting connectors, according
to an
embodiment of the present disclosure.
[0030] FIGURE 5 is a perspective view of an example upper width-wise
intermediate fitting for a cargo container and corresponding fitting
connectors, according
to an embodiment of the present disclosure.
[0031] FIGURE 6 is a perspective view of an example upper length-wise
intermediate fitting for a cargo container and corresponding fitting
connectors, according
to an embodiment of the present disclosure.
[0032] FIGURE 7 is a table comparing external dimensions of existing ISO
containers to cargo containers according to various embodiments of the present
disclosure.
[0033] FIGURE 8 depicts perspective views of a family of cargo
containers,
according to an embodiment of the present disclosure.
[0034] FIGURE 9 depicts front, side, and rear plan views of the family of
cargo
containers of FIGURE 8.
[0035] FIGURE 10 depicts an exploded perspective view of two cargo
containers
being connected together in the front-to-back direction, according to an
embodiment of
the present disclosure.
[0036] FIGURE 11 depicts a perspective view of two cargo containers
connected
together in the front-to-based direction, according to an embodiment of the
present
disclosure.
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[0037] FIGURE 12 depicts front, side, rear, and top plan views of the two
connected cargo containers of FIGURE 11.
[0038] FIGURE 13 depicts an exploded perspective view of two cargo
containers
being connected together in the side-to-side direction, according to an
embodiment of
the present disclosure.
[0039] FIGURE 14 depicts a perspective view of two cargo containers
connected
together in the side-to-side direction, according to an embodiment of the
present
disclosure.
[0040] FIGURE 15 depicts front, side, rear, and top plan views of the two
connected cargo containers of FIGURE 14.
[0041] FIGURE 16 depicts an exploded perspective view of two cargo
containers
being connected together in the top-to-bottom direction, according to an
embodiment of
the present disclosure.
[0042] FIGURE 17 depicts a perspective view of two cargo containers
connected
together in the top-to-bottom direction, according to an embodiment of the
present
disclosure.
[0043] FIGURE 18 depicts front, side, rear, and top plan views of the two
connected cargo containers of FIGURE 17.
[0044] FIGURE 19 depicts an exploded perspective view of eight cargo
containers being connected together in the top-to-bottom, front-to-back, and
side-to-side
directions, according to an embodiment of the present disclosure.
[0045] FIGURE 20 depicts a perspective view of the eight cargo containers
of
FIGURE 19 connected together.
[0046] FIGURE 21 depicts front, side, rear, and top plan views of the
eight
connected cargo containers of FIGURE 20.
[0047] FIGURE 22 depicts a perspective view of a truss-type cargo
container,
according to an embodiment of the present disclosure.
[0048] FIGURE 23 depicts a perspective view of an example scenario in
which a
plurality of truss-type cargo containers are combined together and modified to
fit an
irregularly shaped, large payload, according to an embodiment of the present
disclosure.
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[0049] FIGURE 24 depicts a side plan view of various configurations of a
family
of containers having dimensions and connections that allow different sized
containers in
the family to be connected to each other and to a matching spine, according to
an
embodiment of the present disclosure.
[0050] FIGURE 25 depicts front, side, and bottom plan views of a single-
width
transport vehicle spine that matches the connections of the containers in
FIGURE 24,
according to an embodiment of the present disclosure.
[0051] FIGURE 26 depicts front, side, and bottom plan views of a double-
width
transport vehicle spine that connects to the containers of FIGURE 24,
according to an
embodiment of the present disclosure.
[0052] FIGURE 27 depicts a perspective view of a container assembly being
lifted by a winch assembly, according to an embodiment of the present
disclosure.
[0053] FIGURE 28 depicts perspective views of a family of cargo
containers with
additional fittings, according to an embodiment of the present disclosure
[0054] FIGURE 29 depicts a side plan view of various configurations of a
family
of containers connected to one another and to a transport vehicle spine,
according to an
embodiment of the present disclosure.
[0055] FIGURE 30 depicts perspective views of a family of cargo
containers,
according to an embodiment of the present disclosure
[0056] FIGURE 31 depicts a side plan view of various configurations of a
family
of containers connected to one another and to a transport vehicle spine,
according to an
embodiment of the present disclosure.
[0057] FIGURE 32 depicts perspective views of a family of cargo
containers,
according to an embodiment of the present disclosure
[0058] FIGURE 33 depicts a side plan view of various configurations of a
family
of containers connected to one another and to a transport vehicle spine,
according to an
embodiment of the present disclosure.
[0059] FIGURES 34A and 34B depict perspective views of an example
scenario
in which a container assembly houses oversized cargo with one set of sidewalls
removed to allow a clearer view of the cargo, according to an embodiment of
the
present disclosure.
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[0060] FIGURES 35A and 35B depict perspective views of an example
scenario
in which a container assembly houses oversized cargo with one set of sidewalls
removed to allow a clearer view of the cargo, according to an embodiment of
the
present disclosure.
[0061] FIGURES 36A and 36B depict perspective views of an example
scenario
in which a container assembly houses oversized cargo with one set of sidewalls
removed to allow a clearer view of the cargo, according to an embodiment of
the
present disclosure.
[0062] FIGURE 37 depicts a perspective view of an example single
container
wide spine assembly, according to an embodiment of the present disclosure.
[0063] FIGURE 38 depicts front, side, and bottom profile views of the
spine
assembly of FIGURE 37, according to an embodiment of the present disclosure.
[0064] FIGURE 39 depicts a close-up view of a data transmission and/or
power
probe of the spine assembly of FIGURE 37, according to an embodiment of the
present
disclosure.
[0065] FIGURE 40 depicts a perspective view of an example scenario in
which a
single container wide spine assembly is being connected to a container
assembly,
according to an embodiment of the present disclosure.
[0066] FIGURES 41A and 41B depict perspective, front, side, and rear
views of a
12 container assembly mating with a spine assembly, according to an embodiment
of
the present disclosure.
[0067] FIGURES 42A ¨ 420 depict perspective views of a container assembly
secured to various aircraft spines, according to various embodiments of the
present
disclosure.
[0068] FIGURE 43 depicts a perspective view of a drive container in a
stowed
configuration, according to an embodiment of the present disclosure.
[0069] FIGURE 44 depicts a perspective internal view of the drive
container of
FIGURE 43, according to an embodiment of the present disclosure.
[0070] FIGURE 45 depicts a perspective view of the drive container of
FIGURE
43 in a partially deployed configuration, according to an embodiment of the
present
disclosure..
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[0071] FIGURE 46 depicts a side plan view of the drive container of
FIGURE 45.
[0072] FIGURE 47A depicts a front plan view of the drive container of
FIGURE
45.
[0073] FIGURE 47B depicts a front plan view of the drive container of
FIGURE
45 in a wide wheel configuration, according to an embodiment of the present
disclosure.
[0074] FIGURE 48 depicts a perspective view of two drive containers
moving to
secure a container, according to an embodiment of the present disclosure.
[0075] FIGURE 49 depicts a perspective view of a cargo transport assembly
in a
stowed configuration, according to an embodiment of the present disclosure.
[0076] FIGURE 50 depicts a perspective view of the cargo transport
assembly of
FIGURE 49 in a fully deployed configuration, according to an embodiment of the
present disclosure.
[0077] FIGURE 51 depicts a side plan view of the cargo transport assembly
of
FIGURE 50.
[0078] FIGURE 52 depicts a perspective view of the cargo transport
assembly of
FIGURE 50 in which the drive wheel assemblies are turned.
[0079] FIGURE 53 depicts a top plan view of the cargo transport assembly
of
FIGURE 52.
[0080] FIGURE 54 depicts a perspective view of two drive containers
secured
together, according to an embodiment of the present disclosure.
[0081] FIGURE 55 depicts a perspective view of two drive containers
secured to
a 40' container, according to an embodiment of the present disclosure.
[0082] FIGURE 56 depicts a perspective view of a drive container,
according to
an embodiment of the present disclosure.
[0083] FIGURE 57 depicts a top perspective view of the drive container of
FIGURE 56.
[0084] FIGURE 58 depicts a perspective view of two drive containers
moving into
position to secure a container, according to an embodiment of the present
disclosure.
[0085] FIGURE 59 depicts a perspective view of the two drive containers
and
container of FIGURE 58 secured together, according to an embodiment of the
present
disclosure.
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[0086] FIGURE 60 depicts a perspective view of a cargo transport assembly
having rotatable drive containers, according to an embodiment of the present
disclosure.
[0087] FIGURE 61 depicts a perspective view of a cargo transport assembly
having rotatable drive containers, according to an embodiment of the present
disclosure.
[0088] FIGURE 62 depicts a perspective view of a configurable drive
container,
according to an embodiment of the present disclosure.
[0089] FIGURE 63 depicts an exploded perspective view of a configuration
drive
container and an attachable ballast, according to an embodiment of the present
disclosure.
[0090] FIGURE 64 depicts a side plan view of the configurable drive
container of
FIGURE 62.
[0091] FIGURE 65 depicts an exploded view of the configurable drive
container
of FIGURE 62.
[0092] FIGURE 66 depicts a perspective view of a side-deployable drive
container in a stowed configuration, according to an embodiment of the present
disclosure.
[0093] FIGURE 67 depicts a perspective view of the side deployable drive
container of FIGURE 66 in a deployed configuration.
[0094] FIGURE 68 depicts a front plan view of the side deployable drive
container of FIGURE 67.
[0095] FIGURE 69 depicts a side plan view of the side deployable drive
container
of FIGURE 67.
[0096] FIGURE 70 depicts a perspective view of a side-deployable drive
container, according to an embodiment of the present disclosure.
[0097] FIGURE 71 depicts a perspective view of a transverse-deployable
drive
container, according to an embodiment of the present disclosure.
[0098] FIGURE 72 depicts a perspective view of the transverse-deployable
drive
container of FIGURE 71 in a stowed configuration, according to an embodiment
of the
present disclosure.
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[0099] FIGURE 73 depicts a side plan view of the transverse-deployable
drive
container of FIGURE 71.
[00100] FIGURE 74 depicts a perspective view of a cargo transport assembly
having side-deployable drive containers, according to an embodiment of the
present
disclosure.
[00101] FIGURE 75 depicts a side plan view of the cargo transport assembly
of
FIGURE 74.
[00102] FIGURE 76 depicts a perspective view of a cargo transport assembly
having rotatable side-deployable drive containers, according to an embodiment
of the
present disclosure.
[00103] FIGURE 77 depicts a perspective view of a cargo transport assembly
having rotatable side-deployable drive containers and a central drive
container,
according to an embodiment of the present disclosure.
[00104] FIGURE 78 depicts a perspective view of a cargo transport assembly
having side-deployable drive containers, according to an embodiment of the
present
disclosure.
[00105] FIGURE 79 depicts a perspective view of a cargo transport assembly
having rotatable side-deployable drive containers, according to an embodiment
of the
present disclosure.
[00106] FIGURE 80 depicts a perspective view of an aerodynamic cargo
transport
assembly, according to an embodiment of the present disclosure.
[00107] FIGURE 81 depicts a perspective view of a semi-truck propulsion
system
in a stowed configuration, according to an embodiment of the present
disclosure.
[00108] FIGURE 82 depicts an internal perspective view of the semi-truck
propulsion system of FIGURE 81, according to an embodiment of the present
disclosure.
[00109] FIGURE 83 depicts an internal perspective view of the semi-truck
propulsion system of FIGURE 82 in a deployed configuration, according to an
embodiment of the present disclosure.
[00110] FIGURE 84 depicts a side plan view of the semi-truck propulsion
system
of FIGURE 83.
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[00111] FIGURE 85 depicts a perspective view of a front turning axle
module
container in a stowed configuration, according to an embodiment of the present
disclosure.
[00112] FIGURE 86 depicts a perspective view of the front turning axle
module
container of FIGURE 85 in a deployed configuration, according to an embodiment
of the
present disclosure.
[00113] FIGURE 87 depicts a side plan view of the front turning axle
module
container of FIGURE 86.
[00114] FIGURE 88 depicts a perspective view of a semi-trailer-type cargo
transport assembly, according to an embodiment of the present disclosure.
[00115] FIGURE 89 depicts a side plan view of the semi-trailer-type cargo
transport assembly of FIGURE 88.
[00116] FIGURE 90 depicts a perspective view of a container dolly system
stored
within a container, according to an embodiment of the present disclosure.
[00117] FIGURE 91 depicts a side plan view of the container dolly system
and
container of FIGURE 90.
[00118] FIGURE 92 depicts a perspective view of a container dolly system
removed from a container, according to an embodiment of the present
disclosure.
[00119] FIGURE 93 depicts a perspective view of a cargo transport
assembly,
according to an embodiment of the present disclosure.
[00120] FIGURE 94 depicts a perspective view of the cargo transport
assembly of
FIGURE 93 in a ready-to-deploy configuration, according to an embodiment of
the
present disclosure.
[00121] FIGURE 95 depicts a perspective view of the cargo transport
assembly of
FIGURE 94 in a deployed configuration, according to an embodiment of the
present
disclosure.
[00122] FIGURE 96 depicts a perspective view of collapsible king pin
support
hardware, according to an embodiment of the present disclosure.
[00123] FIGURE 97 depicts a perspective view of collapsible container
support
hardware, according to an embodiment of the present disclosure.
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[00124] FIGURE 98 depicts an exploded perspective view of container
support
hardware, king pin hardware, a container dolly system, and a container,
according to an
embodiment of the present disclosure.
[00125] FIGURE 99 depicts a perspective view of a container dolly system,
according to an embodiment of the present disclosure.
[00126] FIGURE 100 depicts a perspective view of container support
hardware,
king pin hardware, a container dolly system, and a container in an assembled
state,
according to an embodiment of the present disclosure.
[00127] FIGURE 101 depicts a perspective view of a semi-trailer-type cargo
transport assembly, according to an embodiment of the present disclosure.
[00128] FIGURE 102 depicts a perspective view of a semi-trailer-type cargo
transport assembly, according to an embodiment of the present disclosure.
[00129] FIGURE 103 depicts a perspective view of the semi-trailer-type
cargo
transport assembly of FIGURE 102 making a turn.
[00130] FIGURE 104 depicts a perspective view of a semi-trailer-type cargo
transport assembly with a control cab, according to an embodiment of the
present
disclosure.
[00131] FIGURE 105 depicts a perspective view of a semi-trailer-type cargo
transport assembly with a control cab, according to an embodiment of the
present
disclosure.
[00132] FIGURE 106 depicts a perspective view of a semi-trailer-type cargo
transport assembly with a removable energy storage system, according to an
embodiment of the present disclosure.
[00133] FIGURE 107 depicts a perspective view of a cargo transport
assembly
with a control cab, according to an embodiment of the present disclosure.
[00134] FIGURE 108 depicts a perspective view of a cargo transport
assembly
with a control cab, according to an embodiment of the present disclosure.
[00135] FIGURE 109 depicts a perspective view of a cargo transport
assembly
with a removable energy storage system, according to an embodiment of the
present
disclosure.
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[00136] FIGURE 110 depicts a perspective view of a cargo transport
assembly
with a removable energy storage system, according to an embodiment of the
present
disclosure.
[00137] FIGURE 111 depicts a perspective view of a cargo transport
assembly
with a removable energy storage system, according to an embodiment of the
present
disclosure.
[00138] FIGURE 112 depicts a perspective view of a cargo transport
assembly
with a removable energy storage system, according to an embodiment of the
present
disclosure.
[00139] FIGURE 113 depicts a perspective view of a cargo transport
assembly
with a removable energy storage system, according to an embodiment of the
present
disclosure.
[00140] FIGURE 114 depicts an exploded perspective view of a semi-trailer-
type
cargo transport system, according to an embodiment of the present disclosure.
[00141] FIGURE 115 depicts a perspective view of the semi-trailer-type
cargo
transport system of FIGURE 114 in a partially assembled state, according to an
embodiment of the present disclosure.
[00142] FIGURE 116 depicts a perspective view of the semi-trailer-type
cargo
transport system of FIGURE 114 in an assembled state, according to an
embodiment of
the present disclosure.
[00143] 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.
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DETAILED DESCRIPTION
[00144] 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.
[00145] 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.
[00146] 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.
[00147] 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.
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[00148] FIGURE 1A provides a perspective view of an example cargo
container
100 according to an embodiment of the present disclosure. FIGURE 1B provides a
bottom-up perspective view of the cargo container 100. In various embodiments,
the
cargo container 100 may be used as a container in a spine cargo transport
system.
Various embodiments of spine cargo transport systems are described in U.S.
Patent
No. 7,261,257, issued on August 28, 2007 and entitled CARGO AIRCRAFT; U.S.
Patent No. 7,699,267, issued on April 20, 2010 and entitled CARGO AIRCRAFT;
U.S.
Patent No. 8,608,110, issued on December 17, 2013 and entitled CARGO AIRCRAFT
SYSTEM; U.S. Patent No. 8,708,282, issued on April 29, 2014 and entitled
METHOD
AND SYSTEM FOR UNLOADING CARGO ASSEMBLY ONTO AND FROM AN
AIRCRAFT; U.S. Patent No. 9,493,227, issued on November 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 February
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
container
100 includes connection locations that do not exist on standard ISO
containers. The
cargo container 100 includes eight corner fittings 101a-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 fitting 101a is the mirror image of a
lower right
front corner fitting 101b and an opposite mirror of a lower left rear corner
fitting 101g. In
various embodiments, the lower left front corner fitting 101a is also a mirror
of an upper
left front corner fitting 101d. 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 fitting 101g is
the mirror image
of lower right rear corner fitting 101h (shown in FIGURE 1B), and the opposite
mirror of
the lower left front corner fitting 101a. An upper left front corner fitting
101d is the mirror
of an upper right front corner fitting 101c, and the opposite direction mirror
of the lower
left front corner fitting 101a. An upper right rear corner fitting 101e is the
mirror image of
an upper left rear corner fitting 101f and the opposite direction mirror of
the lower right
rear corner fitting 101h (shown in FIGURE 1B). In various embodiments, the
corner
fittings 101a-h and additional fittings can be designed to transfer flight
loads from one
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container to another and to attached spine systems, as will be described in
greater
detail herein.
[00149] As aircraft loads may be substantial, and may require additional
fittings to
transfer loads, the cargo container 100 is shown with additional connection
fittings on
the front and rear faces of the cargo container 100 as well as along the
length of the
cargo container 100. According to the depicted embodiment, intermediate
fittings are
included in a width-wise direction. A front upper width-wise intermediate
fitting 101i is
the mirror image of a front lower width-wise intermediate fitting 101j and in
the opposite
direction is the mirror of a rear upper width-wise intermediate fitting 101q,
which is the
mirror image of a rear lower width-wise intermediate fitting 101r (shown in
FIGURE 1B).
Intermediate fittings are also included in a height-wise direction. A front
left height-wise
intermediate fitting 1011 is the mirror of a front right height-wise
intermediate fitting 101k
and is also the opposite direction mirror of a rear left height-wise
intermediate fitting
101s which in turn is the mirror of a rear right height-wise intermediate
fitting 101t (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.
[00150] The cargo container 100 has additional intermediate connection
fittings in
the length-wise direction with an upper left length-wise intermediate fitting
101n being
the mirror of an upper right length-wise intermediate fitting 101m. A lower
left length-
wise intermediate fitting 1010 is the mirror image of a lower right length-
wise
intermediate fitting 101p. In certain embodiments, fitting 101n may not be the
mirror of
fitting 1010 and, similarly, fitting 101m may not be the mirror of fitting
101p. 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.
[00151] FIGURE 2 depicts an example embodiment of the lower left front
corner
fitting 101a depicted in FIGURE 1A, according to an embodiment of the present
disclosure. In one embodiment, the lower left front corner fitting 101a, or a
mirror image
thereof, may be used for any of the corner fittings 101a-h of FIGURES 1A-1B.
The
lower left front corner fitting 101a is designed to connect structurally to a
corresponding
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fitting on another container in the left-to-right direction (i.e., a width-
wise direction) via a
fitting connector 104 and a first opening 214, in the front-to-back direction
(i.e., a length-
wise direction) via a fitting connector 103 and a second opening 213, and in
the up-and-
down direction (i.e., a height-wise direction) via a fitting connector 105 and
a third
opening 215 (not shown). The fitting connector 103 includes a central body
203a, and
two rotating members 203b on either end of the central body 203a. The two
rotating
members 203b can be rotated between an unlocked position and a locked
position. The
two rotating members 203b, 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 connectors 104, 105 also include central bodies 204a,
205a,
respectively, and each fitting connector 104, 105 also includes two rotating
members
204b, 205b, which operate substantially similarly to the rotating members
203b. The
fitting 101a is designed in such a way that all three fitting connectors 103,
104, and 105
can be attached at the same time. In the depicted embodiment, the fitting
connectors
103, 104, and 105 are 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
connectors
103, 104, 105 shown in FIGURE 2 can be configured to mate with all corner
fittings on a
cargo container, e.g., fittings 101a-h of FIGURES 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.
[00152] FIGURE 3 depicts an example embodiment of the lower left length-
wise
intermediate fitting 1010 of FIGURES 1A-1B, according to an embodiment of the
present disclosure. In one embodiment, the lower left length-wise intermediate
fitting
101o, or a mirror image thereof, can be used for any of the length-wise
intermediate
fittings 101m, 101n, 101o, 101p of FIGURES 1A-1B. The lower left length-wise
intermediate fitting 1010 is designed to connect structurally to a
corresponding fitting on
another container in the left-to-right (i.e., width-wise) direction via a
fitting connector 304
and a first opening 314, and in the up-and-down (i.e., height-wise) direction
via a fitting
connector 305 and a second opening 315 (not shown). It can be seen that the
fitting
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connector 304 may be identical to the fitting connector 104 of FIGURE 2, and
the fitting
connector 305 may be identical to the fitting connector 105 of FIGURE 2.
Similar to the
fitting connectors 104, 105, the fitting connectors 304, 305 have a central
body 304a,
305b, and two rotating members 304b, 305b which can rotate between an unlocked
position and a locked position. The rotating members 304b, 305b of fitting
connectors
304, 305 are shown in the "locked" position, whereas the rotating members
204b, 205b
of fitting connectors 104, 105 of FIGURE 2 are shown in the "unlocked"
position. The
fitting 1010 is designed in such a way that the two fitting connectors 304 and
305 can be
attached at the same time.
[00153] Fitting connectors 104, 304, which go left to right (i.e., in a
width-wise
direction), can be configured to connect with fittings 1010 and 101p as well
as the left to
right directions of the corner fittings 101a-h. Fitting connectors 105, 305,
which go up
and down (i.e., in a height-wise direction), can be configured to connect with
fittings
1010 and 101p, as well as the up and down directions of the corner fittings
101a-h.
[00154] FIGURE 4 depicts an example embodiment of the front left height-
wise
intermediate fitting 101I of FIGURES 1A-1B. In one embodiment, the front left
height-
wise intermediate fitting 1011, or a mirror image thereof, can be used for any
of the
height-wise intermediate fittings 101k, 1011, 101s, 101t of FIGURES 1A-1B. The
front
left height-wise intermediate fitting 1011 is designed to connect structurally
to a
corresponding fitting on another container in the front-to-back (i.e., length-
wise)
direction via a fitting connector 403 and an opening 413. Fitting connector
403 may be
configured to correspond to additional fittings on a cargo container, such as
front right
height-wise intermediate fitting 101k, rear right height-wise intermediate
fitting 101t and
rear left height-wise intermediate fitting 101s. In certain embodiments,
fitting connector
403 may have slightly different outer dimensions than fitting connector 103.
In other
embodiments, both fittings 103, 403 may be made to the same size to reduce the
number of various fitting connectors. Similar to the fitting connector 103,
the fitting
connector 403 has a central body 403a and two rotating members 403b that can
rotate
between a locked position and an unlocked position.
[00155] FIGURE 5 depicts an example embodiment of the front upper width-
wise
intermediate fitting 101i of FIGURES 1A-1B. In one embodiment, the front upper
width-
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wise intermediate fitting 101i is a mirror image of the rear upper width-wise
intermediate
fitting 101q. The front upper width-wise intermediate fitting 101i is 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 connector 503 and an opening 513.
The fitting
connector 503 may be configured to correspond to additional fittings on a
cargo
container, such as the rear upper width-wise intermediate fitting 101q. In
certain
embodiments, the fitting connector 503 may have slightly different outer
dimensions
than fitting connectors 103 or 403. In other embodiments, each of the fitting
connectors
103, 403, 503 may be identical to one another so as to reduce the number of
various
fitting connectors. Similar to the fitting connector 103, the fitting
connector 503 includes
a central body 503a and two rotating members 503b that can rotate between a
locked
position and an unlocked position.
[00156] 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., fittings 101a, 101b, 101c, 101d and/or fittings 101d, 101e, 101f, 101g
connected
to corresponding corner fittings on another cargo container). Fittings 101k,
1011, 101i,
101j, 101q, 101r, 101s, and 101t may optionally be utilized in applications
that may
need additional connections in the front-to-back direction.
[00157] FIGURE 6 depicts an example embodiment of the upper left length-
wise
intermediate fitting 101n of FIGURES 1A-1B. In one embodiment, the upper left
length-
wise intermediate fitting 101n is a mirror image of the upper right length-
wise
intermediate fitting 101m. The upper left length-wise intermediate fitting
101n is
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
connector 605 and
an opening 615. In certain embodiments, the fitting connector 605 may be
identical to
the fitting connector 105, and can be configured to mate with any other
fittings on the
cargo container 100 that is configured to connect in the up-and-down
direction. Similar
to the fitting connector 105, the fitting connector 605 can include a central
body 605a,
and two rotating members 605b that can rotate between a locked position and an
unlocked position.
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[00158] FIGURE 7 is a table comparing existing ISO container external
dimensions versus various embodiments of the presently disclosed cargo
container
external dimensions. The dimensions shown in FIGURE 7 are based on the front-
to-
back fitting connectors 103, 403, and 503 having a connected thickness between
two
connected cargo containers of approximately three inches, the side-to-side
fitting
connectors 104, 304 having a thickness of approximately three inches after
mating two
cargo containers, and the vertical dimension of the fitting connectors 105,
305, 605
having a baseline thickness of approximately four inches when two cargo
containers are
connected. The thickness of fitting connectors 105, 305, 605 may be used to
define
dimensions and/or a height of an outer aerodynamic fairing. The external
fitting
connectors 103, 403, 503 may 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 in FIGURE 7 and 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 1,/2 width and/or 1,/2 height of ISO standards can be
combined to
create a combination container that is a standard height and/or width.
[00159] FIGURE 8 depicts a family of cargo containers 800 according to an
embodiment of the present disclosure. FIGURE 9 provides, front, side, and rear
views
of the family of containers 800 of FIGURE 8. The family of cargo containers
800
includes a 5' container 802, a 10' container 804, a 20' container 806, a 40'
container
808, and a 50' container 810. The 50' container 810 could, in certain
embodiments, be
designed to fit on a 40' truck chassis with some cargo weight loading
restrictions.
[00160] 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
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example cargo container 100 of FIGURES 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 containers 800, 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).
[00161] The next few figures will demonstrate one example of how
containers can
be connected to one another.
[00162] FIGURE 10 is an exploded perspective view showing how two
containers
1000a, 1000b can 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 in FIGURE 10, each cargo container 1000a, 1000b is essentially identical
to the
cargo container 100 of FIGURES 1A-1B and also the 20' cargo container 806 of
FIGURE 8. In this example scenario, each fitting on a rear or rear surface of
the first
cargo container 1000a is connected to each fitting on a front surface of the
second
cargo container 1000b using an appropriate fitting connector. In this example
scenario,
it is assumed that the front-to-back (i.e., length-wise) fitting connectors
103, 403, 503
are identical (i.e., each front-to back fitting connector is the front-to-back
fitting
connector 103 of FIGURE 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.
[00163] Each fitting connector 103 is inserted into openings on two
corresponding
fittings on the cargo containers 1000a, 1000b (one fitting in cargo container
1000a and
one fitting in cargo container 1000b) while the fitting connector 103 is in an
unlocked
position, and then, once inserted, rotating members of the fitting connector
103 are
rotated into a locked position to secure the two corresponding fittings
together. While
the example in FIGURE 10 shows eight fittings being secured together, it is
anticipated
that in certain embodiments, only the corner fitting connections would be
needed, but
more connections are shown and can be utilized if needed for structural
requirements.
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[00164] FIGURE 11 shows the two containers 1000a, 1000b connected in the
front-to-back (i.e., length-wise) direction, in accordance with an embodiment
of the
present disclosure.
[00165] FIGURE 12 provides side, top, front, and back views of the two
containers
1000a, 1000b connected 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 containers
1000a, 1000b
fit into the same space as a 40' cargo container (e.g., cargo container 808 of
FIGURE
8).
[00166] FIGURE 13 is an exploded perspective view showing how two
containers
1300a, 1300b can 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
in
FIGURE 13, each cargo container 1300a, 1300b is essentially identical to the
cargo
container 100 of FIGURES 1A-1B and also the 20' cargo container 806 of FIGURE
8. In
this example scenario, it is assumed that the side-to-side (i.e., width-wise)
fitting
connectors 104, 304 are identical (i.e., each side-to-side fitting connector
is the side-to-
side fitting connector 104 of FIGURE 2).
[00167] In this particular configuration, there are no top side-to-side
connections.
This may be because, in certain embodiments, the top fittings on the
containers 1300a,
1300b could 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.
[00168] FIGURE 14 shows the two containers 1300a, 1300b connected in the
side-to-side (i.e., width-wise) direction, in accordance with an embodiment of
the
present disclosure.
[00169] FIGURE 15 provides side, top, front, and back views of the two
containers
1300a, 1300b connected in the side-to-side (i.e., width-wise) direction and
the gap that
is developed due to the fitting connector 104's thickness, in accordance with
an
embodiment of the present disclosure.
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[00170] FIGURE 16 is an exploded perspective view showing how two
containers
1600a, 1600b can 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
in
FIGURE 16, each cargo container 1600a, 1600b is essentially identical to the
cargo
container 100 of FIGURES 1A-1B and also the 20' cargo container 806 of FIGURE
8. In
this example scenario, it is assumed that the top-to-bottom (i.e., height-
wise) fitting
connectors 105, 305, 605 are identical (i.e., each top-to-bottom fitting
connector is the
top-to-bottom fitting connector 105 of FIGURE 2).
[00171] 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
containers
1600a, 1600b are 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.
[00172] FIGURE 17 shows the two containers 1600a, 1600b connected in the
top-
to-bottom (i.e., height-wise) direction, in accordance with an embodiment of
the present
disclosure.
[00173] FIGURE 18 provides side, top, front, and back views of the two
containers
1600a, 1600b connected in the top-to-bottom (i.e., height-wise) direction and
the gap
that is developed due to the fitting connector 105's thickness, in accordance
with an
embodiment of the present disclosure.
[00174] FIGURE 19 combines all the previous combinations from FIGURES 10-
18
to show how eight containers 1900a-h can be combined, in accordance with an
embodiment of the present disclosure.
[00175] FIGURE 20 is a final, assembled eight container assembly, in
accordance
with an embodiment of the present disclosure.
[00176] FIGURE 21 provides, 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
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assembly may be provided so as to allow an automatic or manual reach actuation
system to lock and/or unlock each fitting connector 103, 104, 105.
[00177] FIGURE 22 is a perspective view of a cargo container 2200,
according to
an embodiment of the present disclosure. The cargo container 2200 represents
an
alternative embodiment to the cargo container 100 of FIGURES 1A-1B. Rather
than
having solid walls enclosing the cargo container, the cargo container 2200 has
support
beams between a plurality of fittings 2201a-t. The plurality of fittings 2201a-
t are
substantially identical to the fittings 101a-t of FIGURES 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., fittings 101a-t or 2201a-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.
[00178] FIGURE 23 depicts an example scenario in which twenty cargo
containers
have been connected together in a double-wide, double-high configuration in
order to fit
a helicopter 2304. 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. FIGURES 22 and 23 show 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.
[00179] 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.
[00180] For instance, consider an example scenario of a transport system
(e.g., a
cargo aircraft) which has a 120' long spine (such as the spine 2502 of FIGURE
25)
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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.
[00181] FIGURE 24 depicts a side plan view of various configurations of
the family
of containers 800 of FIGURE 8 connected to one another and to a transport
vehicle
spine, according to an embodiment of the present disclosure. FIGURE 24 shows
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 +/-
.50", etc.). Furthermore, it should be appreciated that the mount locations
depicted in
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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 containers 800 of FIGURE
8). A top
row of FIGURE 24 shows a 50' container 810 having six rows of fittings located
10'
apart. A second row of FIGURE 24 shows a 40' container 808 connected to a 10'
container 804 to form a container assembly having the same length as the 50'
container
810. A third row of FIGURE 24 shows two 20' containers 806 connected to one
another
to form a container assembly having the same length as the 40' container 808.
A fourth
row of FIGURE 24 shows two 10' containers 804 connected to one another to form
a
container assembly that has the same length as a 20' container 806. The final
row of
FIGURE 24 shows two 5' containers 802 connected to one another to form a
container
assembly that has the same length as a 10' container 804. 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.
[00182] FIGURE 25 depicts front, side, and bottom plan views of a
transport
vehicle spine 2502, according to an embodiment of the present disclosure. The
spine
2502 may, in certain embodiments, be a 60' segment of a longer spine. The
spine 2502,
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. Patent No. 7,261,257, issued on August 28, 2007
and
entitled CARGO AIRCRAFT; U.S. Patent No. 7,699,267, issued on April 20, 2010
and
entitled CARGO AIRCRAFT; U.S. Patent No. 8,608,110, issued on December 17,
2013
and entitled CARGO AIRCRAFT SYSTEM; U.S. Patent No. 8,708,282, issued on April
29, 2014 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY
ONTO AND FROM AN AIRCRAFT; U.S. Patent No. 9,493,227, issued on November
15, 2016 and entitled METHOD AND SYSTEM FOR UNLOADING CARGO ASSEMBLY
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ONTO AND FROM AN AIRCRAFT; and U.S. Patent Publication No. 2014/0217230,
filed on February 5, 2013 and entitled DRONE CARGO HELICOPTER, each of which
are incorporated by reference as if fully set forth herein.
[00183] The spine 2502 is 60' feet long and has seven rows of mounts 2504a-
g,
spaced approximately 10' apart. The spine 2502 is configured to receive cargo
containers in a one-container wide configuration. In other words, each row of
mounts
2504a-g has 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
fittings 101d, 101c,
101n, 101m, 101e, 101f of the cargo container 100 of FIGURES 1A-1B. In certain
embodiments each mount may be configured to receive a fitting connector, such
as a
fitting connector 105 of FIGURE 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
connector 105, 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 FIGURES 4A-4B of U.S.
Patent
No. 8,608,110, issued on December 17, 2013 and entitled CARGO AIRCRAFT
SYSTEM.
[00184] 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.
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[00185] FIGURE 26 depicts front, side, and bottom plan views of a
transport
vehicle spine 2602, according to an embodiment of the present disclosure. The
spine
2602 is 120' feet long and has thirteen rows of mounts 2604a-m, spaced
approximately
10' apart. The spine 2602 is configured to receive cargo containers in a
double-wide
configuration. In other words, each row of mounts 2604a-m has two pairs of
mounts (4
mounts 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
connector 104
and the container corner fittings attachment locations. This spine
configuration can
accommodate, for example, twelve 40' containers (e.g., containers 808 of
FIGURE 8) in
a two wide by two stack configuration three containers long.
[00186] As there may be scenarios where there is no ground equipment,
FIGURE 27 shows 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 in FIGURE 27 is 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
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vary depending on landing gear configurations and additional ground extendable
support structure.
[00187] FIGURE 28 provides perspective views of a family of cargo
containers
2800, according to an embodiment of the present disclosure. The family of
cargo
containers 2800 includes a 5' container 2802, a 10' container 2804, a 20'
container
2806, a 40' container 2808, and a 50' container 2810. It can be seen that the
family of
cargo containers 2800 are substantially similar to the family of cargo
containers 800 of
FIGURE 8, but each cargo container other than the 5' container 2802 includes
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'
container 2802 to be connected on both front and back ends to the spine or to
other
containers.
[00188] FIGURE 29 depicts a side plan view of various configurations of
the family
of containers 2800 of FIGURE 28 connected 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 to FIGURE 24. However, rather than having only six
rows of
mounts 10' apart, the 50' spine in FIGURE 29 has 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' container 2802 to be connected on both front and back
ends to the
spine or to other containers, among other related advantages.
[00189] FIGURE 30 provides perspective views of a family of cargo
containers
3000, according to an embodiment of the present disclosure. The family of
cargo
containers 3000 includes a 5' container 3002, a 10' container 3004, a 20'
container
3006, a 40' container 3008, and a 50' container 3010. It can be seen that the
family of
cargo containers 3000 are substantially similar to the family of cargo
containers 800 of
FIGURE 8 and the family of cargo containers 2800 of FIGURE 28, but the cargo
containers 3000 have a greater density of fittings than the cargo containers
800, and a
lower density of fittings than the cargo containers 2800.
[00190] FIGURE 31 depicts a side plan view of various configurations of
the family
of containers 3000 of FIGURE 30 connected to one another and to a transport
vehicle
spine, according to an embodiment of the present disclosure. Once again, the
depicted
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embodiment shows a 50' spine, similar to FIGURES 24 and 28. However, rather
than
having only six rows of mounts 10' apart such as FIGURE 24, or 20 rows of
mounts
such as FIGURE 28, the embodiment shown in FIGURE 31 has 10 rows of mounts.
Similar to the embodiment shown in FIGURE 24, this embodiment still requires
two 5'
containers 3002 to 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.
[00191] FIGURES 32 and 33 illustrate another family of containers 3200 and
corresponding fitting locations for a 50' spine to facilitate the family of
containers 3202,
according to an embodiment of the present disclosure.
[00192] 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.
[00193] FIGURES 34A and 34B depict an example scenario including a
specially
constructed container assembly 3400, in accordance with an embodiment of the
present
disclosure. The container assembly 3400 has been constructed by combining two
40'
containers 3402a-b and two 20' containers 3404a-b. Each container 3402a-b,
3404a-b
is 9'6" high and 8' wide. All of the interior walls have been removed in order
to create an
interior cavity measuring 60' x 16' x 9'6". One set of exterior walls have
been removed
in the figures in order to depict the contents of the container assembly 3400.
In this
case, an M1A1 Abram tank and a USMC LAV-R system are shown loaded and ready to
transport.
[00194] FIGURES 35A and 35B depict an example scenario including a
specially
constructed container assembly 3500, in accordance with an embodiment of the
present
disclosure. The container assembly 3500 includes four 40' containers 3502a-d
and four
20' containers 3504 a-d joined together. The container assembly 3500 is
equivalent to
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two of the container assemblies 3400 of FIGURES 34A-34B stacked 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' x
16' x 19'.
One set of exterior walls have been removed in the figures in order to more
clearly
depict the contents of the container assembly 3500. The container assembly
3500 is
holding a UH-60 Blackhawk helicopter, again demonstrating the flexibility of
this system
compared to today's existing aircraft technology.
[00195] FIGURES 36A and 36B depict an example scenario including a
specially
constructed container assembly 3600, in accordance with an embodiment of the
present
disclosure. The container assembly 3600 includes four 40' containers 3602a-d
and four
20' containers 3604 a-d joined together. The container assembly 3600 is
equivalent to
the container assembly 3500 of FIGURES 35A-35B. Once again, all interior walls
have
been removed in order to create an interior cavity measuring 60' x 16' x 19'.
The
container assembly 3600 is housing an F-22 Jet fighter to demonstrate an
oversized
payload with wings extending outside the container assembly 3600. 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 in FIGURES 36A AND 36B, 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.
[00196] 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.
[00197] 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
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any of the modes, essentially, finding the cheapest cost and fastest delivery
via all
combinations of available intermodal capacities.
[00198] 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.
[00199] 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.
[00200] 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
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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.
[00201] FIGURE 37 depicts a spine 3700, according to an embodiment of the
present disclosure. The spine 3700 is similar to that shown in FIGURE 25,
essentially a
one container wide spine that is 60' feet long with seven rows of mounts
spaced
approximately 10' apart. The spine 3700 includes seven rows of mounts, with
each row
comprising a pair of mounts 3702. Each mount 3702 is 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 spine 3700. In certain embodiments,
each mount
3702 can be rotated between a locked position and an unlocked position via
electronic
controls installed in the spine 3700 to secure and release containers.
[00202] The spine 3700 includes a data distribution system 3704, a
plurality of
data probes 3715, and a data transmission line 3705 for transmitting
instructions
between the data distribution system 3704 and the plurality of data probes
3715. The
spine 3700 also includes a power distribution system 3706, a plurality of
power probes
3716, and a power transmission line 3707 for transmitting power between the
power
distribution system 3706 and the plurality of power probes 3716. In certain
embodiments, each data probe 3715 and power probe 3716 can be retractable
and/or
extendable so that only a selected subset of containers are connected to the
data
and/or power distribution systems 3704, 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 spine 3700 has seven rows
of
mounts, and can connect to a maximum of six containers. As such, the spine
3700 has
six data probes 3715 and six power probes 3716.
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[00203] 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.
[00204] FIGURE 38 provides front, side, and bottom profile views of the
spine
3700, according to an embodiment of the present disclosure. FIGURE 38 more
clearly
depicts the positions of the mounts 3702, the data probes 3715, and the power
probes
3716. In this example embodiment, the data network runs on one side of the
spine 3700
and the power network runs on the opposite side.
[00205] FIGURE 39 demonstrates 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 spine 3700 so 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.
[00206] 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.
[00207] FIGURE 40 depicts an example scenario in which the spine 3700 is
being
connected to a container assembly 4000, according to an embodiment of the
present
disclosure. The container assembly 4000 includes a first 5' container 4002a, a
second
5' container 4002b, and a 10' container 4004. A first data probe 3715 of the
spine 3700
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connects to a data receptacle 4010 on the container 4002a. Similarly, a first
power
probe 3716 of the spine 3700 connects to a power receptacle 4012 on the
container
4002a. A second data probe 3715 of the spine 3700 connects to a data
receptacle 4020
on the container 4004. Similarly, a second power probe 3716 of the spine 3700
connects to a power receptacle 4022 on the container 4004. The second 5'
container
4002b is not connected to any data or power probe on the spine 3700. In one
embodiment, the container 4002b may receive data and/or power via data and/or
power
connections with the container 4002a.
[00208] FIGURES 41A and 41B demonstrates how a 12 x 40' container assembly
4100 mates with a spine assembly 4102, 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
spine
4102 can receive power and/or data directly from the spine, whereas other
containers
may receive power and/or data through connections with other containers.
[00209] 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.
[00210] FIGURE 42A shows a weaponized wide body cargo jet system in which
a
radar system 4200a and a missile launch system 4200b have been secured to a
spine
of a wide body cargo jet. In certain embodiments, the radar system 4200a
and/or the
missile launch system 4200b may be connected to data and/or power distribution
systems implemented in the spine of the jumbo cargo jet. FIGURES 42B - 420
show
the same radar system 4200a and missile launch system 4200b secured 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 system 4200a
and
missile launch system 4200b) can be attached as containers to any spine
transport
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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.
[00211] 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.
[00212] Various aspects of the present disclosure have demonstrated how a
container assembly of one or more containers can become part of a load
carrying
structure of an aircraft. In addition, it has been demonstrated how the
fuselage can be
decoupled from the rest of the aircraft. Thus, the container becomes the
modular unit
that ties ground, sea, and air systems. Various aspects of the present
disclosure
demonstrate how the same innovations applied to an aircraft, can be applied to
a truck
or ground transport system such that the container becomes the truck. Thus
various
aspects of the inventions provided in this disclosure demonstrate improved
systems and
methods that use modern technologies to reduce the weight and thus the fuel
needed to
transport a container or container assembly that can act as the structural
component of
a ground transportation system.
[00213] Various embodiments of the present disclosure treat the container
(or
container assembly) as the load carrying structure, chassis, and/or propulsion
system
for powering (i.e., propelling) of a truck. FIGURE 43 shows a 5' drive
container 4300
that has been modified into a ground transport propulsion system. The drive
container
4300 includes an outer container 4301 that is generally cuboid or box-like in
shape, and
a drive wheel assembly 4304 housed within the outer container 4301. The outer
container 4301 can include vertical sliding panels that can cover the drive
wheel
assemblies 4304 and completely enclose the drive container 4300. FIGURE 43
depicts
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the drive container 4300 in a stowed configuration, in which drive wheel
assemblies
4304 are completely contained within the outer container 4301. In the stowed
configuration, the drive container 4300 acts as any other container described
herein
such that it can secured to other containers, secured to a spine on a
transport
assembly, and/or be shipped, for example, via intermodal transportation modes.
[00214] The drive container 4300 has fittings 4302 along the outer
container 4301
that allow the drive container 4300 to attach to other containers as described
herein.
Furthermore, in one embodiment, the drive container 4300 can also include
built-in
fitting connectors 4303 on a rear portion of the drive container 4300. The
built-in fitting
connectors 4303 can engage with corresponding fittings on another container to
secure
the other container to the drive container 4300. In certain embodiments, the
built-in
fitting connectors 4303 can be controlled by a controller built into the drive
container
4300. In various embodiments, the built-in fitting connectors 4303 can
correspond to
one or more of the various fitting connectors described herein in various
combinations.
[00215] FIGURE 44 provides an internal view of the drive container 4300 to
view
the propulsion system that is stowed away within the outer container 4301 of
the drive
container 4300. The drive container 4300 includes two drive wheel assemblies
4304.
The drive wheel assemblies 4304 are currently shown in a retracted or stowed
state.
Each drive wheel assembly comprises one or more wheels 4326 and a propulsion
system for powering (i.e., propelling) the one or more wheels. In the depicted
embodiment, the propulsion system comprises an in-wheel electric motor
installed
within one or more of the wheels 4326. Brakes are also installed within the
wheels
4326. In other embodiments, other propulsion systems are possible. For
example,
hydraulic systems can drive the wheels, or articulating jointed drive shafts
can be used
to transmit power generated by a fuel and/or electric motor located inside the
drive
container 4300.
[00216] The drive wheel assemblies 4304 are attached to pivot arms 4322
which
are rotatably secured to the drive container 4300 (e.g., the outer container
4301) via
pivot shafts 4324 for rotatably deploying and/or retracting the drive wheel
assemblies
4304 between various configurations (e.g., a stowed configuration and one or
more
deployed configurations). The pivot arms 4322 may be secured to an actuating
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mechanism, such as a hydraulic pump or electric actuator, for rotating the
pivot arms
4322 between the various configurations. In the depicted embodiment, the pivot
arms
4322 are attached to hydraulic pumps for actuating the pivot arms (more
clearly shown
in FIGURE 45). It should be understood that while various embodiments of the
present
disclosure show wheels and/or drive wheel assemblies being deployed
rotationally
using a pivot arm, any kind of deployment mechanism can be used. For example,
a
vertical deployment (similar to the deployment of the casters 4320 described
below)
may be used, or a horizontal deployment mechanism, or any combination.
Furthermore,
wheels and/or drive wheel assemblies may be deployed in any direction, e.g.,
front,
rear, side, top, and/or bottom.
[00217] The drive container 4300 also includes deployable and/or
retractable
casters 4320, and double acting hydraulic cylinders 4318 for deploying and/or
retracting
the casters 4320, the operation of which will be described in greater detail
below. The
casters 4320 are shown in a retracted state in FIGURE 44. The casters 4320 may
be
attached to any actuating mechanism for deploying and/or retracting the
casters, such
as, for example, hydraulic cylinders or electric actuators. In one embodiment,
rotation of
the pivot arms 4322 (and, therefore, deployment and/or retraction of the drive
wheel
assemblies 4304) can also performed by the hydraulic cylinders 4318 or, in
other
embodiments, may be performed by a separate actuating mechanism, such as
separate
hydraulic cylinders, electric actuators, or the like. In the depicted
embodiment, rotation
of the pivot arms 4322 is performed by separate hydraulic cylinders, which are
more
clearly shown in FIGURE 45.
[00218] In the depicted embodiment, the drive container 4300 also includes
an
energy system which comprises a diesel engine 4306, an electric generator and
controller 4308, a battery array 4310, a fuel tank 4312, and a radiator 4314.
In the
depicted embodiment, these components can be used to generate power for
powering
the in-wheel electric motors that propel the drive wheel assemblies 4304. It
should be
appreciated, however, that alternative energy systems may be used including,
for
example, an electric and/or hydrogen fuel cell system. A container control CPU
and
communications system 4316 can receive data from various sensors such as
cameras,
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proximity systems, lasers, attached containers, GPS, laser gyroscopes, etc.,
which may
be used for autonomous navigation.
[00219] In one embodiment, the drive container 4300 can be transitioned
between
three configurations: (1) a stowed configuration (shown in FIGURES 43 and 44),
(2) a
short distance or partially deployed configuration (FIGURE 45), and (3) a long
distance
or fully deployed configuration (FIGURE 50). FIGURE 45 depicts a perspective
view of
an embodiment of the drive container 4300 deployed in a short distance
configuration
(which may also referred to herein as a partially deployed configuration). In
this example
configuration, the pivot arms 4322 of the drive wheel assembly 4304 have been
partially
rotated about the pivot shafts 4324 using hydraulic pumps 4325 such that the
drive
wheel assembly 4304 is partially deployed, while the caster wheels 4320 are
fully
deployed. As described above, each drive wheel assembly 4304 includes one or
more
wheels 4326. In the depicted embodiment, each drive wheel assembly includes
two
wheels 4326. In each drive wheel assembly 4304, the wheels 4326 are supported
by a
central shaft 4502 and a rotation joint 4504 that allows the wheels 4326 to
rotate and
provide steering. The short distance configuration shown in FIGURE 45 can, in
certain
embodiments, be used when the drive container 4300 does not have any
additional
containers attached. For example, the short distance or partially deployed
configuration
may be used when the drive container 4300 is traveling on its own, or on
smooth roads,
or when the drive container 4300 is traveling towards another container to be
attached
to the drive container 4300, as will be demonstrated later on.
[00220] In certain embodiments, the drive container 4300 may be configured
for
ground operation only and may not include additional fittings for mating with
spines
(e.g., may include only corner fittings). Various configurations could mate
with the
presently disclosed containers and standard ISO containers. If a drive
container is to be
secured to standard ISO containers, then, in various embodiments, the corner
connections could be used.
[00221] FIGURE 46 provides a side plan view of the drive container 4300
deployed in the short distance or partially deployed configuration shown in
FIGURE 45.
The casters 4320 are fully deployed and the drive wheel assembly 4304 is
partially
deployed. In various embodiments, the casters 4320 and the drive wheel
assembly
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4304 can actuate up and down as necessary to mate with a container. For
example, this
may be performed by actuating the hydraulic cylinders 4318 to lower or raise
the
casters 4320 and/or actuating the hydraulic cylinders 4325 to rotate the pivot
arms 4322
(thereby lowering or raising the drive wheel assemblies 4304).
[00222] FIGURE 47A provides a front plan view of the drive container 4300
deployed in the short distance or partially deployed configuration shown in
FIGURE 45.
In certain embodiments, the drive wheel assembly 4304 can be deployable in
both a
narrow configuration and a wide configuration. FIGURE 47B depicts a front plan
view of
the drive container 4300 in a wide configuration. In FIGURE 47B, the drive
container
4300 is in a "fully deployed" configuration, resulting in greater ground
clearance
compared to the partially deployed configuration, as will be described in
greater detail
below. In various embodiments, the narrow and wide configurations may be used
in any
of the drive wheel assembly's configurations, including the stowed
configuration, short
distance configuration, and long distance configuration. The drive wheel
assembly 430
can transition between the narrow configuration and the wide configuration by,
for
example, moving the pivot arm 4322 along the pivot shaft 4324. For example,
the wide
configuration may provide greater stability when necessary.
[00223] FIGURE 48 shows two drive containers 4300 deployed in the short
distance configuration and maneuvering to mate with a container 4800. In one
embodiment, the container 4800 may be substantially similar or identical to
the
container 100 of FIGURES 1A-B. In various embodiments, the drive containers
4300
may be controlled remotely by an operator, or may be controlled automatically
by a
software program. In certain embodiments in which the drive container 4300 is
configured to accept a driver, the drive container 4300 may be controlled
manually by a
driver. Many variations are possible. Built-in fitting connectors 4303 on the
rear sides of
the drive containers 4300 can mate with and secure to corresponding fittings
on the
container 4800. When mating with existing ISO type containers, the corner
attachments
could be used.
[00224] FIGURE 49 provides a plan view of a cargo transport assembly 4900
in
which the two drive containers 4300 are secured to the container 4800. The
drive
containers 4300 actuate their built-in fitting connectors 4303 to structurally
mate with the
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20' container 4800. The two drive containers 4300 are now in a stowed
configuration,
with casters 4320 and drive wheel assemblies 4304 retracted and stowed away
into the
containers 4300. When mating with existing ISO or similar existing containers,
the
corner attachments could be used. There also can be instances where the drive
containers 4800 go into the partially deployed configuration when mated to
other
containers while retracting the casters 4320 to allow for better aerodynamic
configurations. In other words, this configuration would result in the drive
wheel
assemblies 4304 being partially deployed, while the casters 4320 remain
retracted or
stowed.
[00225] FIGURE 50 provides a perspective view of the cargo transport
assembly
4900 in which the two drive containers 4300 are secured to the container 4800.
In
FIGURE 50, two drive containers 4300 are now deployed in a long distance
configuration (or fully deployed configuration). In this configuration, the
pivot arms 4322
are rotated further out than in the short distance configuration. As such, in
the long
distance configuration, the attached container 4800 has greater ground
clearance than
if the drive containers 4300 were in the short distance configuration.
Furthermore, in
one embodiment, the casters 4320 remain retracted within the drive containers
4300
when the drive containers 4300 are deployed in the long distance
configuration.
[00226] FIGURE 51 provides a side plan view of the cargo transport
assembly
4900 in which the two drive containers 4300 are deployed in the long distance
configuration. In the depicted example embodiment, deploying the two drive
containers
4300 to the long distance configuration provides 24 inches of ground clearance
for the
container 4800. Of course, it should be appreciated that in other embodiments,
the
amount of ground clearance may vary. As discussed, the long distance
configuration
provides greater ground clearance than the short distance configuration, as
well as the
stowed configuration (which may provide zero ground clearance).
[00227] FIGURE 52 provides a perspective view of the cargo transport
assembly
4900 in which both drive wheel assemblies 4304 are turned. FIGURE 53 provides
a top
plan view of FIGURE 52. In all cases, wheel mud flaps and other coverings may
be
implemented, but are not shown in the figures.
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[00228] Once a container has been delivered, drive containers can
transport
themselves to a next pick-up location or to another location to await the next
delivery. In
FIGURE 54, the two drive containers 4300 have detached themselves from the
container 4800 (e.g., having successfully delivered the container 4800). The
two drive
containers 4300 are secured to one another and are both deployed in a long
distance
configuration. In certain embodiments, if both drive containers 4300 have
built-in fitting
connectors on a rear surface, one set of fitting connectors can be removed
and/or
retracted so that the two drive containers 4300 can be secured to one another.
Furthermore, in certain embodiments, one of the drive containers 4300 can be
de-
powered (i.e., can forego use of its propulsion systems) so that only one of
the drive
containers 4300 is propelling the container assembly.
[00229] It should be understood that the present disclosure can be applied
to
convert containers into different types of ground based systems such as trucks
or
forklifts. In certain embodiments, containers can be converted to provide
additional
wheels to support a longer container assembly to better spread the load. For
example, a
drive container can be connected to a middle portion of a container assembly.
An
unpowered passive wheel container that has passive wheels can also be included
for
non-drive locations on a moving container assembly. In certain embodiments, a
drive
container can be utilized as a passive wheel container by de-activating and/or
not
utilizing the propulsion system on the drive container. Example embodiments of
certain
of these configurations will be presented in later figures.
[00230] FIGURE 55 shows two 5' drive containers 4300 mated to a 40'
container
5400. In certain embodiments, for heavier payloads, more tires and axle
equivalents
can be included, as will be demonstrated in greater detail below.
[00231] In various embodiments, there can be 10' containers converted into
drive
containers with more wheels than a 5' drive container to tackle more difficult
terrain.
Weaponized systems can also be added to the container assembly and provide
defensive modular capabilities for the military.
[00232] FIGURE 56 is a perspective view looking up and shows a modified
10'
drive container 5600, according to an embodiment of the present disclosure.
The
modified 10' drive container 5600 uses the components of the 5' drive
container 4300
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and adds additional wheels 5602 in the aft section of the container, depending
on the
orientation of the container in an assembly, according to an embodiment. These
wheels
can be either free turning (e.g., passive or unpowered), with or without
brakes, or be
powered with, for example, in-wheel electric motors. In certain embodiments,
the
additional wheels 5602 can also be configured to rotate to assist in turning.
Similar to
the casters 4320 discussed above, the additional wheels 5602 can be retracted
and/or
deployed vertically by an actuating mechanism to move between various
configurations
of the container 5600 (e.g., stowed configuration, short distance
configuration, long
distance configuration). In certain embodiments, the additional wheels 5602
may
replace the casters 4320, while in other embodiments, the container 5600 may
include
both casters and the additional wheels 5602. In certain embodiments, the
wheels 5602
and/or the casters 4320 described above may be deployable in numerous "in-
between"
configurations of varying heights. In certain embodiments, the front drive
wheels can
deploy from the bottom as the aft drive wheels 5602 deploy. All wheels can be
configured to be able to rotate to allow for turning. All wheels can also be
configured to
deploy to different heights to, for example, mate with containers and/or to
provide a
more aerodynamic profile, especially on smooth roads.
[00233] FIGURE 57 provides another perspective view of the 10' drive
container
5600.
[00234] FIGURE 58 provides a perspective view of two 10' drive containers
5600
moving into position to be secured to a 40' container 5800. In certain
embodiments,
drive containers can work in the forward and/or aft direction of travel. Each
drive
container 5600 can adjust its ground clearance in order to be secured to a
container.
For example, this may be done by raising and/or lowering the drive wheel
assemblies
and the additional wheels 5602.
[00235] FIGURE 59 provides a perspective view of the two 10' drive
containers
5600 secured to the 40' container 5800. In the depicted embodiments, the two
10' drive
containers 5600 are deployed in a long distance configuration, in which the
drive wheel
assemblies and the additional wheels 5602 are fully deployed.
[00236] Systems with minimal or no long axis articulation may be
acceptable for
relatively flat roads. However, once the terrain becomes more challenging,
such as in
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off-road or dirt road scenarios, articulated systems may have an advantage. In
FIGURE
60, a cargo transport assembly 6000 includes two rotatable 10' drive
containers 6002
secured to a 40' container 6004. Each rotatable drive container 6002 has one
or more
rotating portions that can rotate freely with respect to the container 6004
and/or other
portions of the drive container 6002. In certain embodiments, rotating
portions can
rotate freely without a defined range of rotation. Each 10' drive container
6002
comprises a rotatable end portion 6010, a rotatable center portion 6012, and a
secured
portion 6014. The secured portion 6014 is secured and fixed to the container
6004. The
rotatable center portion 6012 is rotatably secured to the secured portion 6014
(e.g., by a
pivot joint). The rotatable center portion 6012 is also rotatably secured to
the rotatable
end portion 6010 (e.g., by a second pivot joint). In this way, the end portion
6010 and
the center portion 6012 are free to rotate relative to one another and
relative to the
secured portion 6014 and the container 6004 in order to accommodate terrain
irregularities. FIGURE 60 demonstrates some of the rotatability of the
rotatable end
portion 6010 and the rotatable center portion 6012. In certain embodiments,
the pivot
joints used to secure rotatable portions of the drive container 6002 may
comprise tank
turret rings or other similar systems that provide rotational capability in
heavy loaded
conditions.
[00237] It
may be desirable, in certain circumstances, to lock and/or restrict the
rotatability of the rotatable end portion 6010 and/or the rotatable center
portion 6012.
For example, when the drive container 6002 is in a stowed configuration and is
being
transported as simply a container, it may be desirable to lock the three
portions relative
to one another such that they remain fixed in a cuboid box shape without
rotation. In
such embodiments, the rotational systems can include manually, hydraulically,
or
electrically actuated locking pins and/or pull pins to lock two portions
together such that,
for example, in flight, rotational components cannot rotate and will transmit
any
necessary flight loads.
[00238]
FIGURE 61 provides a perspective view of a cargo transport assembly
6100 comprising two 5' rotatable drive containers 6102 mated to a 20'
container 6104,
according to an embodiment of the present disclosure. The 5' rotatable drive
containers
6102 each include a secured portion 6110 that is secured and fixed to the
container
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6104, and a rotatable end portion 6112 that is rotatably secured to the
secured portion
6110. It should be appreciated that any length drive container with any number
of
rotatable and/or fixed portions are possible.
[00239] FIGURE 62 provides a perspective view of a configurable drive
container
6200, according to an embodiment of the present disclosure. The configurable
drive
container 6200 includes a propulsion end 6202 and a fully configurable end
6204. The
propulsion end comprises a retractable/deployable drive wheel assembly 6206
similar to
those described herein, and also includes smaller wheels 6208. The smaller
wheels
6208 may operate similarly to the casters described herein, or the additional
wheels
5602 of FIGURE 56. For example, in various embodiments, the smaller wheels
6208
can be retractable into the drive container 6200 and deployable into a
deployed state,
as shown in FIGURE 62. The smaller wheels 6208 may be passive (i.e., free
turning) or
the smaller wheels 6208 may be powered. In various embodiments, the
configurable
end 6204 can be customized or configured in numerous ways. For example, the
configurable end 6204 can be converted into a forklift to move equipment and
containers around. In certain scenarios, heavier configurations can be created
with the
addition of a ballast 6302 over the main drive wheel assembly 6206 to provide
the ability
to lift heavier items, as demonstrated in FIGURE 63. Multiple ballasts can be
added to
provide additional weight. In other embodiments, a special container with
extension
arms can be attached to the propulsion end 6202 to provide the counterweight
needed.
[00240] FIGURE 64 provides a side plan view of the configurable drive
container
6200
[00241] FIGURE 65 provides an exploded view of the configurable drive
container
6200.
[00242] Certain embodiments of the present disclosure have been described
that
include drive containers with drive wheel assemblies that deploy in a
front/back direction
(i.e., in a length-wise direction). However, it may be desirable, in some
embodiments,
for drive wheel assemblies to deploy in a side-to-side, or width-wise
direction. FIGURE
66 provides a perspective view of 10' drive container 6600 with side
deployable wheel
assemblies 6602, according to an embodiment of the present disclosure. Each
wheel
assembly is attached to a pivot arm 6604 which can be rotated by an actuating
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mechanism (e.g., a hydraulic pump) 6605. Each pivot arm 6604 can rotatably
transition
the wheel assembly 6602 between a stowed configuration and a deployed
configuration. A radiator 6606 is also shown. In one embodiment, the wheel
assemblies
6602 may be unpowered or passive. In another embodiment, the wheel assemblies
may
be powered and include a propulsion system for powering the wheel assemblies,
such
as in-wheel electric motors, as previously discussed. In various embodiments,
and as
discussed above, each drive container 6600 can include on one surface (e.g., a
rear
surface) a set of built-in fitting connectors 6608 for securing the drive
container 6600 to
another container.
[00243] FIGURE 67 shows the drive container 6600 in a deployed
configuration,
with the wheel assemblies 6602 deployed via hydraulic cylinders 6610 rotating
each
pivot arm 6604. Each wheel assembly 6602 includes a central shaft 6702 and a
rotation
joint 6704 which secures the wheels 6710 to the pivot arm 6604. The central
shaft 6702
and the rotation joint 6704 also allow the wheels 6710 to rotate (e.g., for
steering).
[00244] In certain embodiments, as shown in FIGURE 66, each wheel assembly
6602 can be stowed with the wheels 6710 directed in a side-to-side, or width-
wise
direction. Upon deployment, the wheels 6710 can be rotated 90 degrees such
that they
are deployed in the front-to-back or length-wise direction, as shown in FIGURE
67. In
other embodiments, the wheels 6710 can be stowed in the front-to-back or
length-wise
direction such that the 90 degree rotation is not needed upon deployment.
[00245] FIGURE 68 provides a front plan view of the drive container 6600
in the
deployed configuration. Wheel mud flaps and other fairings may be implemented,
but
are not shown.
[00246] FIGURE 69 provides a side plan view of the drive container 6600 in
the
deployed configuration.
[00247] FIGURE 70 shows a perspective view of a modified 5' drive
container
7000 with side deploying wheel assemblies 7002, according to an embodiment of
the
present disclosure. The 5' drive container 7000 is substantially similar to
the 10' drive
container 6600, except that it is half the length and has half the wheel
assemblies. In
various embodiments, the side-deploying drive containers 6600, 7000 can be
powered
or unpowered (i.e., passive). For example, the side-deployed drive containers
may be
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unpowered if they are used in the center of a cargo transport assembly to
provide
additional support for a container assembly being transported, as will be
demonstrated
in later figures.
[00248] FIGURE 71 provides a perspective view of a modified 5' drive
container
7100 that is similar to the drive container 7000 of FIGURE 70, except that the
wheel
assemblies deploy in a transverse direction (i.e., front-to-back, or length-
wise direction)
of container 7100. In certain embodiments, the drive container 7000 can have a
hook or
ball connection to pull trailers or it can have side to side connections to
connect to other
small width containers in order to access smaller width areas that wider
containers
cannot access.
[00249] FIGURE 72 provides a perspective view of the drive container 7100
in a
stowed configuration. The hook has been removed from FIGURE 71. The hook may
be
removably secured to the drive container 7100 using, for example, a threaded
end to
secure the hook to the container 7100. The hook can also be deployable and
retractable.
[00250] FIGURE 73 provides a side plan view of the drive container 7100.
[00251] FIGURE 74 provides a perspective view of a cargo transport
assembly
7400 comprising two 10' drive containers 7402 connected to a 40' container
7404. Each
drive container 7402 may, in one embodiment, be implemented using the drive
container 6600 of FIGURES 66-67. In the depicted embodiment, at least one of
the
drive containers 7402 may be powered and, in certain embodiments, a subset of
the
drive containers 7402 may be passive or unpowered. As can be seen, containers
of
differing lengths and drive configurations can be implemented as needed.
[00252] FIGURE 75 provides a side plan view of the cargo transport
assembly
7400.
[00253] FIGURE 76 provides a perspective view of a cargo transport
assembly
7600 comprising two 10' rotatable drive containers 7602 connected to a 40'
container
7604. The cargo transport assembly 7600 is very similar to the cargo transport
assembly 7400. However, it is slightly modified in that each drive container
7602 is
rotatable, and has a fixed end 7601 secured to the container 7604, and a
rotatable end
7612 that is rotatably secured to the fixed end 7610 (e.g., via a center
joint). Of course,
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it can be appreciated that in other embodiments, as described and demonstrated
above,
each drive container 7602 could include additional rotatable portions and/or
fixed
portions.
[00254]
FIGURE 77 provides a perspective view of a cargo transport assembly
7700 comprising a 5' rotatable drive container 7702, a 10' rotatable drive
container
7704, two 20' containers 7706a, 7706b, and a central 5' drive container 7708.
The
cargo transport assembly 7700 is an example of the flexibility of using
multiple parts
together. The 5' rotatable drive container 7702 includes a single rotatable
portion 7712
that is rotatably secured to a fixed portion 7714. The fixed portion 7714 is
secured to the
container 7706a. Similarly, the 10' rotatable drive container 7704 includes a
single
rotatable portion 7722 that is rotatably secured to a fixed portion 7724. The
fixed portion
7724 is secured to the container 7706b. Each container 7706a, 7706b is secured
to the
central drive container 7708. In various embodiments, any combination of the
three
drive containers 7702, 7704, 7708 may be powered and a subset of the drive
containers
7702, 7704, 7708 may be passive/unpowered. If desired, the central drive
container
7708 could also be implemented as a rotatable drive container with a one or
more fixed
secured portions and one or more rotatable portions.
[00255]
FIGURE 78 provides a perspective view of a cargo transport assembly
7800 comprising two 5' drive containers 7802 with dual side deployable wheels
(similar
to the 5' drive container 7000 of FIGURE 70) carrying a 20' container 7804.
[00256]
FIGURE 79 provides a perspective view of a cargo transport assembly
7900 comprising two 5' rotatable drive containers 7902 carrying a 20'
container 7904.
The cargo transport assembly 7900 is very similar to the cargo transport
assembly
7800, except that each drive container 7902 has been made rotatable by
including a
rotating portion and a fixed portion, as has been described above.
[00257]
FIGURE 80 provides a perspective view of a cargo transport assembly
8000, according to an embodiment of the present disclosure. The cargo
transport
assembly 8000 includes two 5' drive containers 8002 with side-deploying wheel
assemblies carrying a 20' container 8004. The cargo transport assembly 8000
includes
various features which improve the aerodynamics of the cargo transport
assembly in
order to improve fuel consumption. For example, the cargo transport assembly
8000
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has containers with smooth sidewalls. The cargo transport assembly 8000 also
includes
a rounded, semi-cylindrical front fairing 8010, and a rounded, semi-
cylindrical rear
fairing 8012. In certain embodiments, the front fairing 8010 and the rear
fairing 8012
may be built into the drive containers 8002 such that they are retractable and
deployable as needed. In other embodiments, the fairings 8010, 8012 may be
removably attached to the drive containers 8002. The cargo transport assembly
8000
also includes wheel covers 8020 which cover at least a portion of the wheels
to further
improve aerodynamic performance. It should be understood that any combination
of
these aerodynamic features may be applied to any of the containers (including
drive
containers), container assemblies, and/or cargo transport assemblies disclosed
herein.
[00258] In various embodiments, containers can communicate with each other
via
wireless and/or wired connections, as has been described above. In various
embodiments, containers may also be able to transmit electrical power to one
another if
necessary, as has also been described above. It should be understood that
while
various examples of drive containers were shown in 5' and 10' configurations,
any sized
container can be modified into a drive container having one or more wheel
assemblies
and, in certain instances, one or more propulsion systems. Drive containers
may be
powered drive containers with propulsion systems, or passive drive containers
with free-
turning wheels. Furthermore, certain powered drive containers may be utilized
as
passive drive containers by de-activating or not utilizing the propulsion
systems. In
addition, vertically and side articulated systems can be developed to further
expand the
capabilities of these reconfigured container shapes.
[00259] Fueling systems can be implemented that would automatically refuel
the
other automated systems. Forklift systems can be used to move containers
around and
assist in assembly of container assemblies and/or cargo transport assemblies.
Stacking
systems that can stack up two high containers, and many other systems
including
weaponized, defensive and offensive systems, jamming systems, radar systems,
missile systems, tanker systems, laser systems, and many other configurations
are
possible.
[00260] Instead of treating the container as a necessary evil that needs
to be
disposed of once goods and/or systems are delivered, the present disclosure
utilizes
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the container as a backbone structure that can be used to reduce the weight of
all the
other systems while maintaining structural integrity. Instead of a full
aircraft fuselage,
the fuselage can be converted into a spine container combination. Instead of
using a
truck to carry the container as dead weight, the container is converted into a
major
component of the truck's structure.
[00261] With the continued advent of robotics and automation, and with
more
standardization and modularization available, the easier it will be to
automate. It is much
easier to automate the moving of containers as has been shown in today's
modern
container ports than to move an unlimited number of various sized objects.
[00262] Using the container as part of the aircraft structure and/or as
ground
systems structure helps to create reduced weight systems that can translate to
reduced
fuel, reduced material use in fabrication, and reduced space requirements in
the
logistics chain.
[00263] Previous portions of the present disclosure have demonstrated how
a
container can become a modular unit that ties ground, sea, and air systems. In
the next
portion, various embodiments demonstrate how a truck system itself can be
containerized making it easier to move around, but still be compatible with
today's semi-
tractor trailer system. Various embodiments also demonstrate how a robotic
truck
system can be made from modular containers and thus itself become a container
when
in a stowed or retracted state.
[00264] FIGURE 81 presents a perspective view of a semi-truck-type
transport
system 8100 in a stowed (or containerized) configuration, according to an
embodiment
of the present disclosure. The system 8100 includes two modified 5' containers
8102,
8104 secured together using fitting connectors 8105. The depicted embodiment
includes a first container 8102 houses a retractable/deployable a semi-truck-
type
chassis system, as will be described in greater detail below. A second
container 8104 is
used to cover components of the chassis system when it is in a retracted
state. When
the chassis system is extended/deployed, the cover container 8104 can be
removed,
and attached to the opposite side of the container 8102, as will be shown in
the
following figures. In the depicted retracted state, the semi-truck-type
transport system is,
in one embodiment, dimensionally identical to two 5' intermodal containers
connected
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together (as described herein), and includes the identical fittings of two
connected 5'
intermodal containers.
[00265] FIGURE 82 shows an internal view of the semi-truck-type transport
system 8100. As mentioned, the container 8102 houses a chassis system. This
container 8102 has fittings that are attached to the container 8104 via
fitting connectors
(various embodiments of which have been described herein). The container 8104
acts
as a cover/container for portions of the chassis system implemented in and
housed
within the container 8102. The container 8102 and the container 8104 together
enclose
the chassis system. The container 8104 also includes a cavity 8204 to store
container
support hardware 8206, such as king pin hardware and container support legs,
which
will be described in greater detail below.
[00266] The container 8102 houses a chassis system which includes a double
acting hydraulic cylinder 8222 for raising and lowering a drive chassis 8224,
and drive
wheel assemblies 8226. In various embodiments, the hydraulic cylinder 8222 can
be
implemented using any actuating mechanism, such as an electric drive actuator.
Drive
wheel assemblies 8226 can, in various embodiments, include an in-wheel
electric motor
for powering the drive wheel assemblies 8226 and/or brakes. The container 8102
also
includes an energy system for, for example, generating power for the in-wheel
electric
motors. In the depicted embodiment, the energy system includes a diesel engine
8210,
an electric generator and controller 8212, a battery array 8214, a fuel tank
8216, a
radiator 8218. Of course, it should be appreciated that other energy systems
can be
implemented. The container 8102 also includes a container control CPU system
and
communications system 8220 that can be configured to receive data from various
sensors (not shown) such as cameras, proximity systems, lasers, other
containers, etc.,
which can be utilized for autonomous navigation.
[00267] FIGURE 83 provides a perspective, internal view of the system 8100
in a
deployed configuration, according to an embodiment of the present disclosure.
In
FIGURE 83, the drive chassis 8224 is deployed in an extended position by
extending
the hydraulic cylinder 8222. A king pin interface plate 8302 on the drive
chassis 8224 is
now clearly shown. The king pin interface plate 8302 can be configured to
interface with
a king pin and/or king pin hardware to secure a container assembly to the
drive chassis
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8224. Notice that container 8104 is now rotated and attached to the front of
container
8102. In the depicted, deployed configuration, the container 8104 has been
removed to
allow the drive chassis 8224 to be deployed into the extended position, and
the
container 8104 has been moved from a rear portion of the container 8102 to a
front
portion of the container 8102.
[00268] FIGURE 84 provides a side plan view of the deployed system 8100.
[00269] FIGURE 85 provides a perspective view of a front turning axle
module
container 8500, according to an embodiment of the present disclosure. The
container
8500 includes front tires 8502 that are shown in FIGURE 85 in a retracted
position. In
one embodiment, the container 8500 can optionally include an engine, generator
and
controller, and/or radiator. These components may be used, for example, to
provide
power to in-wheel electric motors implemented within the front tires 8502. In
another
embodiment, these components may be used to mechanically drive the front tired
8502.
[00270] FIGURE 86 provides a perspective view of the container 8500 with
the
front tires 8502 shown in an extended (or deployed) position.
[00271] FIGURE 87 provides a side plan view of the container 8500 with the
front
wheels 8502 shown in the extended position.
[00272] FIGURE 88 depicts a perspective view of a semi-trailer-type cargo
transport assembly 8800, according to an embodiment of the present disclosure.
The
cargo transport assembly 8800 includes the container 8500 of FIGURES 85-87
secured
to the system 8100 of FIGURE 83. In certain embodiments, the container 8104
can be
removed from the rear portion of the container 8102, and then the assembly can
be
configured as shown in FIGURE 88 prior to extending all the wheels. The wheels
can
then be extended once the container 8500 has been connected to the containers
8104
and 8102.
[00273] FIGURE 89 provides a side plan view of the semi-trailer-type cargo
transport assembly 8800. In various embodiments, the cargo transport assembly
8800
can include propulsion systems (e.g., in wheel electric motors and energy
systems to
power the in-wheel electric motors) in both container 8102 and 8500, or in
only one of
the two, depending on power requirements.
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[00274] In some cases, the system may be taken to an area where there are
intermodal containers without any available trailers. In that instance, a
dolly system can
be used. FIGURE 90 depicts a perspective view of a container dolly system 9000
housed within a container 9002, in accordance with an embodiment of the
present
disclosure.
[00275] FIGURE 91 depicts a side plan view of the container 9002 holding a
container dolly system 9000.
[00276] FIGURE 92 depicts the container dolly system 9000 being removed
from
container 9002.
[00277] The next few figures show how a complete semi-truck system,
including
trailer supports, can be shipped in a total of four 5' containers or an
equivalent 20'
container, in accordance with an embodiment of the present disclosure. FIGURE
93
provides a perspective view of a container assembly 9300 comprising four 5'
containers
9302, 9304, 9306, 9308. The first container 9302 can be implemented as the
container
9002 of FIGURE 90, and houses a container dolly system. The second container
9304
can be implemented as the front turning axle module container 8500 of FIGURE
86.
The third container 9306 can be implemented as the semi-truck-type chassis
system
container 8102 of FIGURES 81-84, and the fourth container 9308 can be
implemented
as the container 8104 of FIGURES 81-84.
[00278] FIGURE 94 depicts an embodiment in which the containers 9302,
9304,
9306, and 9308 have been arranged into a ready-to-deploy configuration. A
container
support 9404 and king pin hardware 9402 have been unpacked from the container
9308. A container dolly system 9406 has been unpacked from the container 9302.
Furthermore, the container 9308 has been removed from the rear of the
container 9306,
revealing the chassis system housed within container 9306, and the container
9308 has
been moved to the front of the container 9306.
[00279] FIGURE 95 shows the containers 9302, 9304, 9306, 9308 in a
deployed
configuration, in accordance with an embodiment of the present disclosure.
Front
wheels 9504 have been deployed from the container 9304, and a chassis system
including a chassis 9502 and drive wheel assembly 9508 has been rotatably
deployed
from the container 9306. The chassis 9502 includes a king pin interface plate
9506 for
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interfacing with king pin hardware to secure a container to the chassis 9502.
In certain
embodiments, the dolly container 9302 can include one or more sensors, data
relays,
and computers that may also and/or otherwise be found on container 9304. In
one
embodiment, any combination of the containers can have data and/or electrical
connections to each other, as previously described herein.
[00280] In certain embodiments, one or both of the container support 9404
and the
king pin hardware 9402 can be stored in a retracted configuration, and then
extended
into an expanded configuration before use. FIGURE 96 shows the king pin
hardware
9402 in a retracted, or as-stored, configuration (top), and then in an
expanded
configuration (bottom). The king pin hardware 9402 secures a container to the
king pin
interface plate 9506 on the chassis 9502 (shown in FIGURE 95). In the depicted
embodiment, the king pin hardware includes a central beam 9602 and two arms
9604.
The central beam 9602 includes an outer portion 9610 and an inner portion
9612. In the
retracted configuration, the inner portion 9612 is pushed into the outer
portion 9610
such that the outer portion 9610 completely and/or substantially surrounds the
inner
portion 9612, while in the expanded configuration, the inner portion 9612 is
extended
out from the outer portion 9610. Similarly, each arm 9604 includes an outer
portion
9620 and one or more inner portions 9622. In the retracted configuration, the
inner
portion(s) 9622 are pushed into the outer portion 9620 such that the outer
portion 9620
completely and/or substantially surrounds the inner portion(s) 9622, while in
the
expanded configuration, the inner portion(s) 9622 are extended out from the
outer
portion 9620. Each arm has a fitting connector 9625 at either end of the arm
for
securing the king pin hardware 9402 to one or more containers.
[00281] FIGURE 97 shows the container support 9404 in a retracted, or as-
stored,
configuration (top), and then in an expanded configuration (bottom). The
container
support 9404 has one or more legs 9702. Each leg 9702 is extendable such that
in the
retracted configuration, each leg is contracted into a shortest possible
length, and in the
expanded configuration, each leg is extended. The container support 9404 may
be used
to support a container when the container is not connected to a truck, as will
be
depicted in greater detail in later figures.
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[00282] FIGURE 98 provides a perspective view of the container support
9404, the
king pin hardware 9402, and the container dolly system 9406 ready to be mated
to a
container 9800, in accordance with an embodiment of the present disclosure. It
can be
seen that the container support 9404 and the king pin hardware 9402 have been
connected together to support a front portion of the container 9800. In one
embodiment,
the container support 9404 can be removably attached to the king pin hardware
9402.
In another embodiment, the container support 9404 can be attached permanently
to the
king pin hardware 9402 with folding mechanisms to allow the container support
9404 to
fold relative to the king pin hardware 9402 in a retracted or compact
configuration. In the
depicted embodiment, the king pin hardware 9402 is secured to the bottom front
corner
fittings of the container 9800 and one other fitting station, while the
container dolly
system 9406 attaches to the two aft corner fittings as well as one additional
fitting
station.
[00283] FIGURE 99 depicts the container dolly system 9406, in accordance
with
an embodiment of the present disclosure. The job of the container dolly 287 is
to
support the container's aft end and, in certain embodiments, to provide
braking power.
The depicted embodiment connects to a container by attaching to four
connections from
the bottom via fitting connectors 9902. The container dolly system 9406 can
receive
power for the brakes from an attached container, which can receive power from
an
attached propulsion portion (e.g., a container housing the engine/chassis).
Alternatively,
the container dolly system 9406 may have its own power generating system and
energy
storage capability via generators turned by the wheels and a local battery
system. In
another embodiment, the container dolly system 9406 could be connected to air
lines
from a truck/engine chassis portion.
[00284] FIGURE 100 depicts the container 9800 assembled to all support
hardware, in accordance with an embodiment of the present disclosure. In
certain
embodiments, for containers that are 40' and longer, the configuration shown
will work
as is. In certain embodiments, for 20' containers, the front hardware (i.e.,
king pin
hardware 9402 and container support 9404) can connect to the after container
dolly
system 9406 instead of a second station of fittings. In certain embodiments,
for
containers that are shorter than 20', multiple containers can be assembled to
make a
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20' or longer container. For instance, two 10' containers will have enough
lower fittings
to connect to the support hardware.
[00285] FIGURE 101 provides a perspective view of a semi-trailer-type
cargo
transport assembly 10100, according to an embodiment of the present
disclosure. The
cargo transport assembly 10100 comprises the propulsion container assembly
9500 of
FIGURE 95, which includes containers 9302, 9304, 9306, and 9308 in a deployed
configuration, secured to the assembly of FIGURE 100, which includes a
container
9800 supported by a container support 9404, king pin hardware 9402, and the
container
dolly system 9406. The container support 9404 has been retracted into a
retracted
configuration in order to provide sufficient ground clearance for transport.
The king pin
hardware 9402 has been secured to the king pin 9504 on the chassis 9502 (see
FIGURE 95) to secure the container 9800 to the propulsion container assembly
9500.
[00286] FIGURE 102 provides a perspective view of the semi-trailer type
cargo
transport assembly 10100 of FIGURE 101, but with the hardware storage
container
9302 removed, according to an embodiment of the present disclosure.
[00287] FIGURE 103 provides a perspective view of the cargo transport
assembly
10100 of FIGURE 102 taking a turn.
[00288] The following disclosure provides for various hybrid
configurations where
a cab for a person can be added, according to various embodiments of the
present
disclosure.
[00289] FIGURE 104 shows a control cab 10400 that has been added to the
cargo
transport assembly 10100 of FIGURE 101. However, it should be understood that
the
control cab 1040 can be added to any of the configurations described herein.
The
control cab can accommodate a human that can monitor and take over, or fully
control
the truck system. Control cab configurations can be varied and may, in various
embodiments, take on the shape of a container. Although various embodiments of
control cabs will be depicted and described herein as being generally
rectangular and/or
box-like in shape, it should be understood that many variations are possible.
For
example, the control cab may have a rounded and/or semi-cylindrical front
portion, or
include a rounded and/or semi-cylindrical front fairing (similar to various
aerodynamic
container configurations described herein) to improve aerodynamic performance.
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[00290] FIGURE 105 shows a control cab 10500 that has been added to the
cargo
transport assembly of FIGURE 102. The control cab 10500 is shaped like a
container
section. This configuration will help mate the control cab 10500 to any of the
previously
disclosed configurations and will allow for ease of transport. If mating to a
conventional
ISO type container, then the corner attachments could be used.
[00291] As renewable and other forms of energy may require more storage
space
than diesel and gasoline systems, containers can be used to develop these
additional
spaces.
[00292] FIGURE 106 shows a truck configuration that converts one container
10600 into storage for a removable storage system 10620. In certain
embodiments, the
removable storage system 10620 may be an energy source for an energy system,
such
as a battery, or a hydrogen storage container, that may be used, for example,
with a
fuel cell. In other examples, the removable storage system 10620 could also be
used to
store compressed natural gas or other fuel sources to be used with in an
energy system
with their appropriate power conversion systems. Energy systems may be used,
for
example, to provide power to in-wheel electric motors for powering/propelling
drive
wheel assemblies. In this way, the current state of batteries sometimes
requiring long
recharge times can be mitigated by having a replaceable system such as the
removable
storage system 10620 that can replace a depleted system with a system that is
fully
charged. Connections between containers can be available for data and power
transmission, as described previously herein. In some cases, the hydrogen and
other
fuel systems that have reduced refill times, can remain on board while being
refilled.
[00293] As it may be advantageous for the truck systems to use containers
that
only have corner attach points, the truck systems can be designed to be strong
enough
to just connect to the corners of a standard ISO Intermodal container.
[00294] FIGURE 107 shows a configuration containing a 20' container 10700
and
two end drive containers 10720. In addition, a control cab 10740 is added to
the system
for manual control and/or supervision of the system. Different control cab
configurations
can be used as needed.
[00295] FIGURE 108 shows a different embodiment of a container control cab
1080 attached to the 20' container 10700 with the two drive containers 10720.
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[00296] FIGURE 109 shows an additional energy storage container 10900 that
can contain a removable storage system 10920 or just be an additional fuel
tank for
diesel and gasoline engines or compressed gas systems. Although the removable
storage system is shown removed from the side, it can also be made to be
removed
from the bottom or from the top.
[00297] FIGURE 110 shows a 10' wide container 11000 that can hold two
storage
systems 11100.
[00298] FIGURE 111 shows a 10' wide container 11120 that can hold a single
storage system 11130.
[00299] FIGURE 112 shows a configuration containing a 20' wide container
11140
that can hold four standard storage systems 11150 allowing for a longer range
system.
[00300] As the previous configurations have shown, there can be larger
storage
systems.
[00301] FIGURE 113 shows a modified 10' container 11160 that can hold a
single
large storage system 11170.
[00302] Although most systems discussed herein have utilized an in-wheel
electric
motor, there are configurations possible using mechanical linkages to transmit
the
power from engines to the wheels. In certain embodiments, electric motors may
be
preferred, as they may be easier to implement in wheel assemblies that
transition
between retracted and deployed configurations. In other embodiments, hydraulic
lines
could transmit power to the wheels instead of mechanical linkages.
[00303] FIGURE 114 shows a transport system 14500 comprising an
aerodynamically designed Al truck, according to an embodiment of the present
disclosure. The transport system 14500 comprises an aerodynamic front fairing
14502
and containers having smooth sides to provide greater aerodynamic performance.
The
system 14500 can accommodate a removable battery pack if the system runs on
electric power, or hold hydrogen cylinders if it uses a fuel cell.
[00304] The system also comprises a support bar 14510. In certain
embodiments
the support bar 14510 can be a telescoping bar. The support bar 14510 connects
a
container dolly system 14520 to king pin hardware 14522. The support bar 14510
allows for the container dolly system 14520 and the king pin hardware 14522 to
connect
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to a container that only has fittings at the corners, such as the 40'
container 14524 and
other conventional ISO type containers. Any extraneous fitting connectors on
the
container dolly system 14520 and/or the king pin hardware 14522 can be
retracted,
turned down, removed, or the like.
[00305] In FIGURE 115, the container 14524 is secured to the king pin
hardware
14522 and the container dolly system 14520. The truck is ready to back up and
couple
with the king pin hardware 14522.
[00306] In FIGURE 116, The truck is coupled to the king pin hardware 14522
and
container support legs are retracted.
[00307] Although various embodiments of the present disclosure have shown
drive
wheel assemblies with two wheels attached to a central shaft, it should be
appreciated
that variations are possible. For example, rather than two wheels, a single
wider wheel
can be used.
[00308] 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.
[00309] The language used herein has been principally selected for
readability and
instructional purposes, and it may not have been selected to delineate or
circumscribe
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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.
62
