Modular cargo systems and methods

Abstract

A vehicle for carrying a cargo assembly. The vehicle includes a spine structure including a first end, a second end, and a mounting member. The mounting member structurally engages the cargo assembly with the spine structure in juxtaposition between the first end and the second end. The vehicle further includes a preload system. The preload system includes a first load transfer structure coupled to the first end, a second load transfer structure coupled to the second end, a link structure coupled to the first and second load transfer structures, and a tensioning mechanism coupled to the link structure. The tensioning mechanism, when coupled to the load transfer structure, is configured to apply varying levels of tension to the link structure.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims the benefit of U.S. Provisional Patent Application No. 62 / 770,318, filed on November 21, 2018, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The field of the invention relates generally to the transportation of modular cargo containers and, more particularly, to the intermodal transportation of modular cargo containers. Background Art

[0004] The basic unit of transporting items is the truck. As the basic unit, the truck has a defined limit to the intermodal container that can typically be transported by ship, train and truck. Many of the commercial trades that are most convenient for intermodal containers today are large volume, low weight products, computers being one example. Therefore, volume instead of weight has become a limiting factor in the design of intermodal containers. As such, containers have grown to a maximum volume capacity of the basic unit being the truck.

[0005] Although intermodal containers greatly facilitate and reduce the cost of freight transportation, air cargo is generally excluded from participating in the intermodal cargo system. Aircraft of a size capable of carrying large amounts of cargo have typically been designed first as passenger aircraft. The cylindrical fuselage and lack of large access ports in such passenger aircraft limit the use of such aircraft for a true intermodal cargo system. Instead, the aircraft must become a basic unit with oddly shaped and smaller sized containers. As a result, even when containers are used to load cargo, trucks must be loaded with multiple independent containers for efficient distribution of air cargo.

[0006] The inability of aircraft to participate in the intermodal container cargo system has been a disadvantage to international commercial trade, and the air cargo system remains expensive and inconvenient relative to intermodal shipping. Thus, what is needed is an improved system and method for safely and efficiently transporting cargo containers via aircraft. Summary of the invention

[0007] In one embodiment, a vehicle for carrying a cargo assembly is provided. The vehicle includes a spine structure including a first end, a second end, and a mounting member to structurally engage the cargo assembly in juxtaposition with the spine structure between the first end and the second end. The vehicle further includes a preload system including a first load transfer structure coupled to the first end, a second load transfer structure coupled to the second end, a link structure coupled to the first and second load transfer structures, and a tensioning mechanism coupled to the link structure. The tensioning mechanism, when coupled to the load transfer structure, is configured to apply varying levels of tension to the link structure.

[0008] Embodiments of the aircraft may include one or more of the following features.

[0009] In a separate aspect of the embodiment, the linking structure may be a cable. The cable may be made of one or a combination of steel, metal, or a combination of different types of metals, fibers, and composite materials.

[0010] In another separate aspect, at least a portion of the second load transfer structure can be removed from the second end of the spine.

[0011] In another separate aspect, the second load transfer structure is pivotably mounted to the frame such that at least a portion of the second load transfer structure can be pivoted away from the frame.

[0012] In another separate aspect, the second load transfer structure is attached to the rear fairing.The rear fairing may include two halves, each of the two halves being configured to be pivotally actuated away from the spine structure.

[0013] In another separate aspect, the aircraft can further include one or more sensors to determine the weight of the cargo assembly.Alternatively, the container can be a smart container configured to communicate with the spine to provide its weight or weight distribution.

[0014] In another separate aspect, the first end of the linking structure is coupled to a tensioning mechanism.The tensioning mechanism may be coupled to one of the first load transfer structure or the second load transfer structure.

[0015] In another separate aspect, the second end of the link structure is coupled to one of a retaining member or a retaining frame.

[0016] In another separate aspect, the second end of the linking structure can be coupled to a retaining member. The retaining member can be further coupled to one of the first load transfer structure or the second load transfer structure. The second end of the linking structure can include one of the matching pair, and the retaining rod can include the other of the matching pair.

[0017] In another separate aspect, the second end of the linking structure is coupled to a retention frame, and wherein the retention frame is removably coupled to the spinal structure.The retention frame may be removably coupled to one of the first or second load transfer structures.

[0018] In another separate aspect, the link structure can extend across the top of the cargo module.

[0019] In another separate aspect, one or both of the first and second load transfer structures can include a plurality of struts extending from a top surface of the spine, each of which can be coupled to a link mechanism.

[0020] In another separate aspect, the plurality of struts may include lower struts and upper struts. The lower struts are coupled to the spine structure at one end and to one or both of the lower and upper rows of cargo modules at an opposite end.

[0021] In another separate aspect, the link structure can include a plurality of link structures, each of which can be coupled to the first load transfer structure and the second load transfer structure.

[0022] In another embodiment, a method of transporting a cargo assembly on an aircraft is provided. The method includes coupling at least one cargo container to a spine of the aircraft. The method further includes coupling the cargo assembly to a first load transfer structure and a second load transfer structure, wherein the cargo assembly is positioned between the first and second load transfer structures. The method further includes adjusting a tension in a link structure coupling the first load transfer structure and the second load transfer structure based on a weight of the cargo assembly.

[0023] According to one embodiment, tension is applied to the upper spine vehicle system to assist in active flutter control.

[0024] According to one aspect, the adjustment is performed before the aircraft is flown.

[0025] According to another aspect, the adjustment is performed while the aircraft is in flight.

[0026] According to another aspect, the applying step results in improved chatter control.

[0027] According to another aspect, the applying step results in a reduced tension load on the cargo assembly.

[0028] In general, one disclosed aspect features an aircraft for carrying one or more containers, the aircraft comprising: a propulsion system; a spine disposed along an entire length and mechanically coupled to the propulsion system, the spine comprising a plurality of first fittings configured to mechanically engage corresponding second fittings of the one or more containers; and a thermal system configured to heat the spine so that the first fittings are aligned with respective second fittings along the entire length.

[0029] Embodiments of the aircraft may include one or more of the following features.

[0030] In some embodiments, the thermal system comprises: a heating element disposed within the spine along its entire length; and a power source configured to provide power to the heating element.

[0031] In some embodiments, the heating element comprises a heating mesh or a heating blanket.

[0032] In some embodiments, the heating element comprises one or more wires.

[0033] In some embodiments, the spine includes a heat sink, wherein the heat sink is thermally coupled to the spine and the one or more wires.

[0034] In some embodiments, the spine comprises at least one beam, wherein the one or more wires are disposed along the beam.

[0035] In some embodiments, the beam comprises a sheath, wherein the heating wire is disposed within the sheath.

[0036] In some embodiments, the thermal system includes: a passage disposed within the spine; and a thermal fluid system configured to provide a thermal fluid to the passage.

[0037] In some embodiments, the thermal fluid system includes a delivery pipe configured to provide thermal fluid from the propulsion system to the passageway.

[0038] In some embodiments, the spine comprises a plurality of beams arranged in parallel, wherein the beams define a passageway.

[0039] In some embodiments, the spine and container are made of composite materials.

[0040] In some embodiments, the spine and container are made of metal.

[0041] In some embodiments, at least one of the containers is configured to hold cargo.

[0042] In some embodiments, at least one of the containers is configured to accommodate personnel.

[0043] Some embodiments include a receiver configured to receive a temperature of one or more containers, wherein the thermal system is further configured to heat the spine to approximately the temperature of the one or more containers.

[0044] In general, one disclosed aspect features a method of transporting one or more containers on an aircraft, the method comprising: heating a spine of the aircraft so that a plurality of first fittings in the spine are aligned with corresponding second fittings in one or more containers along the entire length; and subsequent to heating the spine of the aircraft, mechanically locking the first fittings and the corresponding second fittings together.

[0045] Embodiments of the method may include one or more of the following features.

[0046] In some embodiments, heating a spine of an aircraft includes providing electrical power to one or more heating wires embedded in the spine.

[0047] In some embodiments, heating a spine of an aircraft includes providing a thermal fluid to a passage disposed within the spine.

[0048] In some embodiments, providing the thermal fluid to the passages disposed within the spine includes providing the thermal fluid from a propulsion system of the aircraft.

[0049] In some embodiments, mechanically locking the first fitting and the corresponding second fitting together comprises twisting the first fitting.

[0050] Some embodiments include: obtaining a temperature of the one or more containers; and heating the spine to approximately the temperature of the one or more containers before mechanically locking the first fitting and the corresponding second fitting together.

[0051] In general, one disclosed aspect features an aircraft for carrying one or more fuselage sections, the aircraft comprising: a propulsion system; a spine disposed along an entire length and mechanically coupled to the propulsion system, the spine comprising a plurality of first fittings configured to mechanically engage corresponding second fittings of the one or more fuselage sections; and a thermal system configured to heat the spine so that the first fittings are aligned with corresponding second fittings along the entire length.

[0052] In general, one disclosed aspect features a method of transporting one or more fuselage sections on an aircraft, the method comprising: heating a spine of the aircraft so that a plurality of first fittings in the spine are aligned with corresponding second fittings in the one or more fuselage sections along the entire length; and mechanically locking the first fittings and the corresponding second fittings together.

[0053] In general, one disclosed aspect features an aircraft for carrying one or more containers, the aircraft comprising: a propulsion system; a spine disposed along an entire length and mechanically coupled to the propulsion system, the spine comprising a plurality of first accessories configured to mechanically engage corresponding second accessories of the one or more containers; a first elevator coupled to a first portion of the spine and configured to raise and lower the one or more containers, wherein raising the one or more containers brings first accessories in the first portion of the one or more containers into contact with corresponding second accessories in the first portion of the spine, and wherein raising the one or more containers does not bring first accessories in the second portion of the one or more containers into contact with corresponding second accessories in the second portion of the spine due to flexion of the one or more containers; and a second elevator coupled to a second portion of the spine and configured to raise and lower the second portion of the one or more containers, wherein raising the second portion of the one or more containers aligns the first accessories in the second portion of the one or more containers with the corresponding second accessories in the second portion of the spine along the entire length.

[0054] Embodiments of the aircraft include one or more of the following features.

[0055] In some embodiments, at least one of the first elevator and the second elevator includes: a plurality of winches, each winch configured to wind a respective cable; and a plurality of grapples, each grapple hook being mechanically coupled to a respective one of the cables, and each grapple hook being configured to mechanically engage a respective second accessory in the one or more containers.

[0056] In some embodiments, at least one of the first elevator and the second elevator comprises: a plurality of grapple hooks, each grapple hook configured to mechanically engage a corresponding second accessory in one or more containers; and a drive system configured to raise and lower the plurality of grapple hooks.

[0057] In some embodiments, the drive system includes: a hydraulic drive system.

[0058] In some embodiments, the drive system includes at least one of: a pneumatic drive system; or an electromechanical drive system.

[0059] In some embodiments, the second elevator system includes: a drive configured to laterally drive the second portion of the one or more containers, wherein laterally driving the second portion of the one or more containers laterally aligns the first accessory in the second portion of the spine with the second accessory in the second portion of the one or more containers.

[0060] Some embodiments include a track that is mechanically coupled to the spine along its entire length, wherein the second elevator is movably coupled to the track such that the second elevator travels along the track.

[0061] Some embodiments include: a plurality of wheels; and a wheel drive system configured to drive at least one of the wheels such that the vehicle moves over the one or more containers.

[0062] In some embodiments, at least one of the one or more containers is configured to hold cargo.

[0063] In some embodiments, at least one of the one or more containers is configured to accommodate personnel.

[0064] In some embodiments, at least one of the one or more containers contains: a pilot seat; and a navigation control configured to control the aircraft.

[0065] In some embodiments, the one or more containers include a plurality of containers; and the containers are mechanically coupled in series.

[0066] In general, one disclosed aspect features a method of attaching one or more containers to an aircraft, wherein the aircraft includes a spine having a plurality of first accessories, and wherein the one or more containers include a plurality of second accessories, the method comprising: lifting the one or more containers so that second accessories in a first portion of the one or more containers contact corresponding first accessories in a first portion of the spine, and wherein lifting the one or more containers does not bring second accessories in a second portion of the one or more containers into contact with corresponding first accessories in a second portion of the spine due to twisting of the one or more containers; subsequently to lifting the one or more containers, lifting the second portion of the one or more containers so that the second accessories in the second portion of the one or more containers are aligned with corresponding first accessories in the second portion of the spine along the entire length; and after lifting the second portion of the one or more containers, mechanically locking the first accessories and corresponding second accessories together.

[0067] Some embodiments include mechanically locking together a first fitting in the first portion of the spine and a corresponding second fitting in the first portion of the one or more containers prior to lifting the one or more containers.

[0068] Some embodiments include mechanically locking together a first fitting in the second portion of the spine and a corresponding second fitting in the second portion of the one or more containers subsequent to lifting the second portion of the assembly.

[0069] Some embodiments include laterally driving the second portion of the one or more containers, wherein laterally driving the second portion of the one or more containers laterally aligns a first fitting in the second portion of the spine with a corresponding second fitting in the second portion of the one or more containers.

[0070] Some embodiments include moving the aircraft above the one or more containers prior to lifting the one or more containers.

[0071] In some embodiments, moving the vehicle over the assembly includes driving at least one wheel of the vehicle.

[0072] In some embodiments, the one or more containers include a plurality of containers; and the containers are mechanically coupled in series.

[0073] Other features and aspects of the disclosed technology will become apparent from the following detailed description taken in conjunction with the accompanying drawings, which illustrate features according to embodiments of the disclosed technology by way of example. The summary is not intended to limit the scope of any invention described herein, which is defined solely by the appended claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Illustrative embodiments of the present disclosure are described herein with reference to the accompanying drawings, in which:

[0075] Figure 1 is a perspective view of an embodiment of an aircraft;

[0076] Figure 2 Is for Figure 1 A partial perspective view of an aircraft with parts removed for clarity;

[0077] Figure 3 It is across Figure 1 A sectional view taken from the fuselage of an aircraft;

[0078] Figure 4 is a perspective view of possible combinations of cargo modules and containers forming the cargo modules;

[0079] Figure 5 yes Figure 1 A partially exploded perspective view of an aircraft;

[0080] Figure 6 yes Figure 5 A detailed stereoscopic view of the vehicle's spine and fairing supports;

[0081] Figure 7 yes Figure 1 A front view of a fairing frame and spine of an aircraft having a container in place;

[0082] Figure 8 Is being loaded or unloaded by a truck Figure 1 A three-dimensional image of an aircraft;

[0083] Fig. 9 yes Figure 1 A perspective view of the aircraft with the nose fairing section raised;

[0084] Fig.10 It is a three-dimensional diagram of the frame structure of a cargo container;

[0085] Fig.11 It is a perspective view of the longer frame structure of a cargo container;

[0086] Fig.12 is a perspective view of the exploded components of a cargo container;

[0087] Fig.13 yes Fig.12 A partial cross-sectional view of the panel shown in FIG.

[0088] Fig.14 is a detailed cross-sectional view of an assembled panel on a cargo container;

[0089] Fig.15 is a cross-sectional view of the mounting between the spine structure and the container;

[0090] Fig.16 is an exploded perspective view of a corner attachment and a coupling;

[0091] Fig.17 is an exploded perspective view of an embodiment of a cargo aircraft system in which the aircraft has a lower spine and a load transfer structure supports the ends of the cargo assembly;

[0092] Fig.18 is a simplified front view of a single-layer cargo module mounted on a spine with a pair of load transfer structures on either side of the cargo module;

[0093] Fig.19 is a perspective view of an embodiment of a load transfer structure;

[0094] Fig. 20 is a cross-sectional view taken through a transverse section of the lower vehicle spine segment;

[0095] Fig.21 is a cross-sectional view of a section of the lower aircraft spine taken in transverse section;

[0096] Fig. 22 is an exploded perspective view showing components of a lower vehicle spine segment;

[0097] Fig.23is a simplified front elevation view of a single-layer cargo module mounted on a spine with a load transfer structure supporting the ends of the cargo module;

[0098] Fig.24 is a simplified perspective view of an aircraft fuselage with a front fairing, a rear fairing and an aerodynamic fairing therebetween, the spine not shown;

[0099] Fig.25 is a perspective view of the aircraft with the front fairing, the middle fairing and the rear fairing removed;

[0100] Fig.26 It is along the front load transfer structure Fig.25 An enlarged perspective view of view A;

[0101] Fig. 27 It is along the rear load transfer structure Fig.25 An enlarged partial perspective view of view B;

[0102] Fig.28 is a perspective view of the aircraft showing the rear door open;

[0103] Fig.29 is a perspective view of the aircraft with the rear load transfer structure removed;

[0104] Fig.30 yes Fig.29 A side view of an aircraft;

[0105] Fig.31 is an enlarged view of a link structure coupled to a retaining frame;

[0106] Fig.32 An oblique axial side view of an aircraft segment including a segment of an aircraft spine disposed along the full length according to the disclosed technique is shown;

[0107] Fig.33 Show Fig.32 A of FIG. 1 , which illustrates one pair of the plurality of pairs of I-beams;

[0108] Fig.34 Show Fig.33 View B of FIG. 1 , which illustrates a lower section of one of the I-beams;

[0109] Fig.35 A section of the spine of an aircraft is shown, wherein pairs of I-beams form a path along the entire length of the aircraft;

[0110] Fig.36 A process for transporting one or more containers on an aircraft is shown according to an embodiment of the present invention;

[0111] Fig.37A portion of a large aircraft system according to the disclosed technology is shown;

[0112] Fig.38 Show Fig.37 A side view of an aircraft system;

[0113] Fig.39 Show Fig.38 View C of the aircraft system;

[0114] Fig.40 Another side view of the aircraft system is shown;

[0115] Fig.41 Show Fig.40 DD of the aircraft system;

[0116] Fig.42 A view F is shown, which shows Fig.41 Further details of the aircraft systems;

[0117] Fig.43 Show Fig.40 EE view of the aircraft system;

[0118] Fig.44 A view G is shown, which shows Fig.43 Further details of the aircraft systems;

[0119] Fig.45 The diagram shows a 40' container configured to transport personnel;

[0120] Fig.46 An aircraft system with a dedicated pilot container is shown;

[0121] Fig.47 A process for attaching one or more containers to an aircraft is shown according to an embodiment of the present invention;

[0122] Fig.48 A top plan view showing a dedicated drone airport according to a first embodiment of the present invention;

[0123] Fig.49 A top plan view showing a dedicated drone airport according to a second embodiment of the present invention;

[0124] Fig.50 A top plan view showing a dedicated drone airport according to a third embodiment of the present invention;

[0125] Fig.51 A top plan view showing a dedicated drone airport according to a fourth embodiment of the present invention;

[0126] Fig.52A top plan view of a dedicated drone airport according to a fifth embodiment of the present invention is shown.

[0127] Like reference numerals refer to like parts throughout the several views of the drawings.

[0128] The drawings are not exhaustive and do not limit the disclosure or disclosed embodiments to the precise forms disclosed. DETAILED DESCRIPTION

[0129] An aircraft used to carry cargo components.

[0130] Figure 1 The figure shows an aircraft design with an integrated and supporting spine structure 30 having two ends. The details of the spine structure 30 are better shown in Figure 2 and Figure 3 The spine structure 30 includes a floor 32 which may include rollers, raised longitudinal rails (see Fig. 27 110) and / or friction reducing devices to facilitate longitudinal movement of one or more cargo containers along the surface of the floor 32. The restraining flange 33 may extend along each longitudinal side of the floor 32. In addition to the floor 32, the spine structure 30 may also include an I-shaped spine 34 with partitions 36, 38, which are periodically positioned along the spine structure 30 and attached to the floor 32 and the I-shaped spine 34. The spine structure 30 becomes a rigid structure, which is preferably sufficient to support the aircraft in flight when unloaded. Alternative designs will require the spine to have one or more containers to provide sufficient rigidity for flight. U.S. Patent Nos. 7,261,257, 7,699,267, 8,608,110, 9,108,720 and 9,949,227 are incorporated herein by reference as if fully set forth herein. It should be understood that the I-beam spine can have a C-section, a tube or many other common geometric shapes designed in the air.

[0131] The forward fuselage 40 is located at one end of the spine structure 30. In one embodiment, the forward fuselage 40 includes a cockpit or a removable module that will be self-contained for the pilot. In another embodiment, the forward fuselage 40 is configured as a drone without a cockpit. In another embodiment, the aircraft can be configured as a drone with a self-contained permanent or removable module for an onboard surveillance pilot that accommodates all of the safety and other requirements required of a human on board without modifying the remaining drone structure. The guidance and control of the aircraft can be located in the forward aerodynamic fairing, but can also be located elsewhere with equivalent facilities, such as in the spine. In one embodiment, as Fig. 9As shown, the forward fuselage 40 can be pivotally mounted relative to the spine structure 30 to fully expose the interior cavity above the spine structure 30 from the front end of the aircraft for loading or unloading cargo containers. In another embodiment, the forward fuselage 40 can be removed from its association with the spine structure 30.

[0132] In one embodiment, the empennage 42 may be attached to the other end of the spine structure 30. The empennage 42 may include a laterally extending horizontal stabilizer 44, with two vertical stabilizers 46 positioned at the outer ends of the horizontal stabilizer 44. Figure 8 and Fig.28 As shown, the rear fuselage 48 may form part of the empennage 42 and may be vertically split and pivotally mounted to either side of the main fuselage. In this manner, access is provided to the rear of the spine structure 30, through the ramp defined by the empennage 42 including the horizontal stabilizer 44. Figure 29-30 In another illustrated embodiment, the rear fairing 133 can be completely removed from association with the spine structure 30 as a unit, with the horizontal stabilizer 44 and the vertical stabilizer 46 still coupled to the rear end 109 of the spine structure 30. Alternatively, the front fairing 40 can be pivotally opened with a tensioning system located in the rear fairing.

[0133] In one embodiment, the wing 50 may be structurally associated with the spine structure 30. One or both of the wing 50 and the spine structure 30 may contain a fuel tank (not shown). Landing gear 52 may be provided below the spine structure 30 and / or below the wing 50. In another embodiment, the wing 50 may be removed from association with the spine as a unit, such as Fig.24 In a further embodiment, the engine 56 may be mounted directly to the spine structure 30 .

[0134] In one embodiment, a frame structure may be provided to support the aerodynamic fairing. The frame may include vertical elements 58 and horizontal elements 60, with corner elements 62 placed in a transverse plane of the aircraft. One such frame is illustrated in more detail in Figure 7 The elements 58, 60 may be I-shaped spine cross-sections with lightening holes as in conventional aircraft construction. Corner elements 64 may extend longitudinally at the intersection of the vertical elements 58 and the horizontal elements 60. These corner elements 64 may provide structural rigidity to increase the strength of the spine structure 30 and certainly provide sufficient rigidity to hold the fairing components in place on the frame 62. Figure 5 In FIG. 6 , a top fairing panel 66 and a side fairing panel 68 are shown. A second side fairing panel 68 may also be deployed on the other side of the aircraft.

[0135] In another embodiment, the fairing may be of extruded design and manufactured substantially in one piece.

[0136] The aircraft is preferably configured to provide a cargo hold designed and dimensioned to tightly accommodate one or more containers 70 forming a straight parallelepiped, which is preferably the size of an intermodal container. Such an intermodal container generally has a given height and width, and may vary incrementally in length. An alternative to the fairing configuration is to define the cargo hold between the forward fuselage 40 and the empennage 42, thereby defining an intermodal container having an aerodynamic surface. The forward fuselage 40 and the empennage 42 may transition to create an aerodynamic surface with the forward fuselage 40 and the empennage 42. The container 70 may be designed to be compatible with truck or train transportation or even container ship transportation, whether or not they have an aerodynamic surface.

[0137] In an embodiment, a cargo container 70 can provide strength to the spine structure 30. The spine structure 30 can be designed to be as light as possible. In this way, the spine structure 30 can support the take-off load, flight load and landing load of the aircraft when there is no cargo. Alternatively, the spine structure 30 may require one or more containers to provide flight rigidity. In addition, after landing even when fully loaded, the spine structure 30 can be sufficient to support the compression load. However, when a cargo container or a plurality of such containers are in place in the aircraft, the spine structure 30 may not be required to fully bear the bending and torque loads in flight, landing and take-off. The required additional rigidity can be supplied by the cargo container 70. For this reason, the container 70 can be constructed with sufficient structure and rigidity as required and can be firmly mounted to the spine structure 30, so that the bending and torque force or other flight loads or even the ground loads such as in loading and unloading experienced by the spine structure 30 can be imposed on the firmly mounted container or containers 70.

[0138] like Fig.15As shown, mounting members 72 may be provided on the spine structure 30. For example, these mounting members may be bolted or otherwise retained on the floor 32. Further, incremental adjustment may be provided so that the mounting members 72 may be attached to a container or containers 70 while accommodating changes in container length and placement. Once the container or containers 72 are in place, such incremental adjustment may be provided by a pattern of attachment holes in the floor 32 to allow for lateral or longitudinal repositioning of the mounting members 72. The mounting members 72 may be shoulder bolts 72 extending between the spine structure 30 and the container 70. Such bolts 72 may provide significant shear resistance as well as tension loads. The mounting members 72 may be positioned or positionable along the entire length of the floor 32 or at incremental positions reflecting standard container sizes. In one embodiment, the mounting members may face inward from the sides of the floor 32. A passageway through the fairing may be provided to allow access to the mounting members 72. Alternatively, an automatic or remotely actuated mechanism may be employed. In another embodiment, the mount 72 may be similar to current intermodal container attachments, but designed to fit better to reduce or eliminate any play between mating parts.

[0139] Attachment 74 in Fig.16 76, through which the slot 78 extends. By using a molded box 76, the slot 78 can terminate to provide an inner surface. The attachment 74 can be located in the structure of the container or multiple containers 70. In this way, the attachment 74 can cooperate with the molded box 74, which has the slot 76 through its wall. The molded box 76 can include thick walls on the outside or bottom to accommodate the mounting member 72.

[0140] In order to secure the attachments 74 to each other, couplings 84 may be employed. Each coupling 84 may include two heads 86 extending in opposite directions from a coupling body 88. The heads 86 may be undercut between the body 88 and each head 86 to form opposing engagement surfaces on the inside of the heads 86. The heads 86 may also fit in one orientation within the slots 76. The heads 86 may have a convex surface to more easily fit within the associated slots 76.

[0141] The coupling 84 may be formed so that the head 86 is on an axis that is rotatable within the body 88. A collar 90 may be spaced apart from each head 86 by the thickness of the wall of the generally formed box 76, wherein the collar 90 has a sufficient diameter that the collar 90 cannot fit within the slot 78. Once the head 86 is positioned in the slot 78, the collar 90 may also provide a passage to rotate the head 86 to an orientation that is locked with the slot 78. The body 88 is of sufficient size and includes flat sides 92 so that the body 88 is prevented from being rotated by the floor 32. Once the head 86 has been properly positioned, a set screw 94 or other locking mechanism may be placed to ensure that the head 86 will not rotate relative to the attachment 74. The same mechanism is employed between the attachments 74 on adjacent containers 70. In one embodiment, the heads 86 may be rotated individually.

[0142] The cargo container 70 may be constructed as follows. Figures 10 to 14 As shown. Fig.10 The first interior structure of the container is shown in FIG. This structure may include four columns 96 and eight spines 98 secured together by corner attachments 74 to form a straight parallelepiped. The panels 100 may then be assembled with stringers 102 to form the top, bottom, and sides of the cargo container 70. A representative panel 100 is shown in FIG. Fig.13 The panels 100 may be formed of a lightweight material. In such an embodiment, the panels 100 may be defined by two thin sheets 103, 106 separated by a honeycomb or filler foam material 108. An inner stringer 110 may also be placed between the sheets 103, 106 and attached thereto. Around the perimeter of each of the panels 100, the sheets 104, 106 may come together to form an attachment flange 112. Each of the panels 100 may be made of a composite material or a mixture of aluminum sheets 104, 106 and formed honeycomb 108.

[0143] Fig.13 The figure shows the sides, top and bottom of a completed cargo container 70 associated with a structure defined by four columns 96 and eight spines 98. Two panels 100 may be associated together with a stringer 102 positioned therebetween. Attachment flanges 112 may be secured to the corner columns 96 and spines 98, which include parallel flanges 114 for this purpose. Alternatively, the corner fittings may be made replaceable to account for wear and tear without having to perform significant work on the container. Additionally, the carefully designed wear surfaces may be designed to be replaced periodically.

[0144] In the event that a longer container is desired, intermediate columns 96 and spines 98 may be additionally employed. In this manner, by appropriate positioning of the columns 96, all panels 100 may be of the same size, wherein the overall length of the container is approximately Fig.10Multiples of the containers illustrated in FIG. Multiple containers of varying lengths may be employed to create an overall payload for an aircraft of a given length. Figure 4 Such an arrangement is shown having a 60 foot cargo area and containers 70 broken down into various multiples of approximately ten feet in length.

[0145] Figure 8 The application of the first embodiment is illustrated by placing a cargo container 70. A haul truck 116 is shown aligned with the cargo area of ​​the aircraft. In this case, the rear fuselage 48 is defined by a door that extends in an aerodynamic manner and can also be fully opened to fully expose the interior of the fairing for insertion or removal of the cargo container 70. Such a container 70 can be as Figure 4 Shown is a single container or a group of preassembled containers 70. Winches and other mechanisms may be used to assist in repositioning the container or containers 70 in the aircraft or on the truck 116. Alternatively, the forward fuselage 40 may be provided as Fig. 9 The truck 116 may be pivoted in a manner other than that shown, and the container 70 may be loaded or unloaded from the front of the aircraft to or from the truck 116. The landing gear 52 and / or forward gear 54 may be otherwise extendable or retractable, or its mountings may be otherwise extendable or retractable, or its mountings may be able to move up and down to accommodate the level of the bed of a haul or even a flatbed truck. Alternatively, smaller containers may be loaded one at a time and assembled while on the spine.

[0146] Fig.17 Another embodiment of a cargo aircraft system is shown. The cargo aircraft system is depicted as including an aircraft 110 and a cargo module 105. Generally, the cargo aircraft 110 includes a front fairing 40, an empennage 42, and a spine structure 30 between the front fairing 40 and the empennage 42. The spine structure 30 includes a guide flange 124 that runs longitudinally along each side of the spine structure 30 to guide the cargo module 105 into position during loading onto the spine structure 30. A plurality of mounts 122 are provided at various intervals along the spine structure 30 to structurally engage the cargo module 105 to the spine structure 30 at various attachment points.

[0147] The wings 50 may be structurally associated with the spine structure 30. The wings 50 may optionally contain fuel tanks (not shown). Landing gear 52 may be provided beneath the wings 50 and the spine structure 30, and forward gear 54 may be provided beneath the spine structure 30 or the forward fairing 40. Alternatively, the landing gear may have their own fairings or pods or conformal pods. The engines 142 are shown in Fig.17In the embodiment of the invention, it is mounted on top of the wing 50. It should be understood that the engine 142 may also be mounted below the wing 50 and / or on the spine structure 30 or even above the wing 50. Aerodynamic fairings 180, 190 may optionally be provided to surround the cargo assembly 105 and the pair of load transfer structures 160, 170. In one embodiment, the pair of load transfer structures 160, 170 may be configured as follows: Fig.17 , Fig.19 , Fig.25 , Fig.26 , Fig. 27 , Fig.28 , Fig.29 and Fig.30 trusses as depicted. Aerodynamic fairings 180, 190 may optionally be provided to enclose the cargo assembly 105 and the paired load transfer structures 160, 170. The aerodynamic fairings 180, 190 may be made of a composite lightweight material such as a snap-back structure and the primary function of the aerodynamic function is to reduce drag. In one embodiment, the aerodynamic fairings provide no substantial support or rigidity, if any, to the vehicle in flight. Fig.19 The depicted load transfer structure 170 may be used with either the front support 160 or the rear support 170 as described herein.

[0148] The load transfer structures 160, 170 may further join the cargo assembly 105 to the spine structure 30. The load transfer structures 160, 170 may provide additional structural support to the aircraft to withstand bending moments in flight and further support and integrate the cargo assembly 105 to the spine structure 30. Depending on the direction of loading from the cargo assembly onto the spine, either or both of the front load transfer structure 160 and the rear load transfer structure 170 may be removably attached to the spine structure 30. Thus, for example, in an embodiment where the cargo assembly is loaded through the tail of the aircraft 110, the rear load transfer structure 170 may be removed from the spine structure 30 prior to loading. Alternatively, the entry point may be from the front of the aircraft and the front fairing would be pivoted open.

[0149] Fig.18 The attachment points are depicted where bending moments can be transferred between the cargo module 105 and the spine structure 30. It should be understood that although Fig.18 A cargo assembly comprising only a single layer of modular container units is depicted, but cargo assemblies comprising multiple layers of modular container or frame units may also be accommodated by modifying the load transfer structures 160, 170 to include additional attachment points for each layer. Fig.18 The container is depicted structurally connected together with the spine structure 30 and the load transfer structures 160,170.

[0150] Fig.19 An exemplary rear load transfer structure 170 is depicted that may be used to couple a cargo assembly comprising two layers of modular containers or frame units. The rear load transfer structure 170 may include horizontal support members 172 secured to vertical support members 174 at a 90 degree angle. Two sets of diagonal support members 171A, 171B may couple the horizontal support members 172 and the vertical support members 174 at different points roughly corresponding to the height of the first and second layers of the cargo assembly 105. Stabilizer bars 173A, 173B may optionally be provided along the points where the diagonal support members 171A, 171B are coupled to the vertical support members 174. Mounting members 176 may be provided along the stabilizer bars 173A, 173B to securely fasten the cargo assembly to the rear load transfer structure 170. The front load transfer structure 160 can be constructed in a manner similar to the rear load transfer structure 170, except that the front load transfer structure 160 can be permanently attached to the spine structure 30, while the rear load transfer structure 170 can be a removable or pivotable structure in embodiments where the cargo assembly 105 is loaded through the tail 42 of the aircraft 110.

[0151] Figure 20-22 The structure of the spine structure 30 of the cargo aircraft 110 is shown in greater detail. The structural support of the spine structure 30 includes multiple layers of interconnected bulkheads 128 and spars 126. The bulkheads 128 and spars 126 may be interconnected by means known in the art, such as, for example, by bolting, riveting, bonding, welding, friction stir welding, or adhesive bonding. Figure 20-22 The spine structure 30 depicted in FIG. 1 shows two layers of interconnected bulkheads 128 and spars 126, but it should be understood that a lighter weight spine structure 30 may be provided that includes only a single layer of interconnected bulkheads 128 and spars 126 for lighter cargo assembly weight loadings. Alternatively, additional layers of interconnected bulkheads 128 and spars 126 may be provided to accommodate cargo assemblies having higher weight loadings.

[0152] The aircraft described herein has many advantages. Among these advantages is that the landing gear can be lighter and it provides relatively easy access to the spine structure. However, one challenge is that because the cargo assembly 105 is attached to the spine structure 30, it may be subject to significant tension, such as Fig.23 The tension experienced by cargo assembly 105 is due to the payload weight and the wing lift during flight. To help reduce the tension loads that containers may experience, various embodiments apply a preload to the containers to reduce the tension they will experience in flight.

[0153] Aircraft are also susceptible to flutter, which is an oscillation caused by the interaction of aerodynamic forces, structural elasticity, and inertial effects. Flutter in an aircraft causes the wings and / or stabilizers to oscillate, and as airspeed increases, the energy added up in each oscillation also increases. As described herein, the variable stiffness provided by applying a preload to the container assembly also helps mitigate or even prevent the aircraft from experiencing flutter, thereby providing improved flutter control. The preload can also be applied to the upper spine design and container assembly by providing an active flutter control system.

[0154] In one embodiment, the aircraft includes a preload system including a first load transfer structure 160 coupled to a first portion 107 of a spine structure 30 and a second load transfer structure 170 removably coupled to a second portion 109 of the spine structure 30. The preload system further includes a link structure 220 coupled to the first load transfer structure 160 and the second load transfer structure 170. As understood herein, the terms "coupled," "coupled," and "coupled to" should be understood to include both direct attachment and indirect attachment via an intermediate structure. Fig.26 and Fig. 27 In the embodiment depicted in FIG. 1 , the link structure 220 is coupled to the first load transfer structure 160 via guides 310 and tensioning mechanism 300 and to the second load transfer structure 170 via retaining members 400. The variable tension provided by the preload system can be used alone to account for variable load containers or as part of an active flutter system to reduce dangerous harmonics.

[0155] Figure 25-27 The figure shows a preload system as provided on a cargo aircraft. The front fairing 131 and the rear fairing 133 are removed from the aircraft to reveal the first load transfer structure 160 and the second load transfer structure 170. Fig.26As shown in more detail, the first load transfer structure 160 includes a lower support member 160a and an upper support member 160b. The lower support member 160a can be coupled to the spine structure 30 and the lower row of cargo containers 105a at one end, and optionally and additionally coupled to the upper row of cargo containers 105b at the other end. The upper support member 160b can be directly coupled to the spine structure 30 at one end or directly coupled to the lower support member 160a (as shown) and directly coupled to the upper row of cargo containers 105b at the other end. The tensioning mechanism 300 is depicted as being coupled to the upper support member 160b. However, it should be understood that the tensioning mechanism 300 can be attached to the lower support member 160a or any other location on the load transfer structure 160. It should also be understood that the tensioning mechanism 300 can instead be attached to any location on the second load transfer structure 170. A guide 310 is provided at the top of the upper support 160b to guide the link structure 220 to move up and down on the first support 160 and terminate at the tensioning mechanism 300. In one embodiment, the guide 310 is a pulley block or any other structure that allows the link structure 220 to move without significant friction. The pulley block can also be used to position the tensioning mechanism 300 on the spine or in the spine itself.

[0156] In one embodiment, the link structure 220 is a cable. The cable is preferably made of one or a combination of steel, metal, or a combination of metal, fiber, and composite materials. In one aspect of the embodiment, the cable is not elastic or resilient. In another aspect of the embodiment, the cable is elastic or resilient.

[0157] The tensioning mechanism 300 is configured to apply a variable amount of preload or compressive force to the cargo container 105 as the tensioning mechanism 30 increases the tension on the link structure 220. In one embodiment, the tensioning mechanism is similarly configured as a barrel adjuster, wherein the tensioning mechanism 300 is threadably engaged with the link structure 220 such that turning the barrel adjuster in one direction increases the tension in the link structure 220.

[0158] The tensioning mechanism 300 may further include sensors that allow the tensioning mechanism 300 to dynamically increase or decrease tension during flight. The amount of tension applied is related to the weight of the cargo container or preload. Thus, the heavier the preload, the greater the tension. In another embodiment, the tension on the cable may be applied based on weather conditions.

[0159] The link structure 220 is coupled to the first load transfer structure 160 at one end via a tensioning mechanism 300 and to the second load transfer structure 170 at the other end via a mating pair 500 . Fig. 27A second load transfer structure 170 of the aircraft is depicted. Similar to the first load transfer structure 160, the second load transfer structure 170 also includes one or more lower supports 170a that are coupled to the spine structure 30 and the lower row of cargo containers 105a at one end and are optionally and additionally coupled to the upper row of cargo containers 105b at the other end. The one or more upper supports 170b may be directly coupled to the spine structure 30 (shown) or the lower supports 170a at one end and directly coupled to the upper row of cargo containers 105b at the other end.

[0160] The link structure 220 further includes a retaining member 400 including one of a matching pair 500a configured to be removably coupled to the other of a matching pair 500b provided on the link structure 220. The matching pair 500b that couples one end of the link structure 220 to the retaining member 400 is similar to Fig.31 In one embodiment, the matching pair 500 may include a male portion and a corresponding female portion. The retaining member 400 may be a rod or other rigid structure or even a strip extending across and coupled to the top of the plurality of upper supports 170b.

[0161] Prior to loading and unloading the cargo container 105, the link structure will need to be disconnected from the retaining member 400 and one of the first load transfer structure 160 and the second load transfer structure 170 will need to be removed from the spine structure 30. In order to remove the first load transfer structure 160 and the second load transfer structure 170, the tension on the link structure 220 will need to be sufficiently reduced to allow the link structure 220 to be released from engagement with the retaining member 400 via the mating pair 500.

[0162] Fig.28 An alternative embodiment of an aircraft is shown having a front fairing 131, an aerodynamic fairing 132 surrounding a cargo compartment, and rear fairings 133a, 133b. In this embodiment, the rear fairings 133a, 133b are pivotally movable relative to the spine structure 30, and each rear fairing houses a portion of the second load transfer structure 170. In this manner, the rear fairings 133a, 133b and the second load transfer structure 170 can be pivoted in a manner other than that which permits cargo containers to be loaded onto the spine structure 30. However, it should be understood that the rear fairings 133a, 133b can also be swung left or right or pivoted upward as one piece. Fig.28 Further depicted is the structure of a second load transfer structure 170 having horizontal supports 147 that may be removably coupled to the spine structure 30 and vertical supports 149 coupling the horizontal supports 147 to the retaining member 400 .

[0163] In another embodiment, Figure 29-31 As shown, a retaining frame 600 spaced apart from the second load transfer structure 170 may be provided to couple the link structure 220. The retaining frame 600 includes one or more matching pairs configured to be coupled to the ends of the link structure 220. Figure 25-27 Unlike the depicted embodiment, the link structure 220 can remain on the retention frame 600 and does not need to be removed from the retention frame 600. The second load transfer structure 170 can be removably attached to the retention frame 600 to provide structural strength to support the tension of the link structure 220. In one embodiment, the retention frame 600 includes a vertical support member 600a that can be removably coupled to the spine structure 30 and a horizontal support member 600b coupled to the vertical support member 600a. One or both of the vertical support member 600a and the horizontal support member 600b can be removably coupled to the second load transfer structure 170. The distance between the vertical support members 600a can preferably be greater than the width of the cargo assembly 105 and the height of the horizontal support member 600b can be greater than the total height of the cargo assembly 105 coupled to the spine structure 30.

[0164] In another embodiment, an aircraft system may have an upper wing and upper spine configuration with tension wires on the bottom and may be used to provide flutter control during flight.

[0165] In another embodiment, an aircraft system, whether using an upper or lower spine, has a tensioning system on the sides of the container to provide flutter control during flight. An embodiment of an aircraft with an upper spine configuration is described in U.S. Patent No. 7,261,257, the entire contents of which are incorporated herein by reference as if fully set forth herein.

[0166] In an alternative embodiment, the link structure 220 may be permanently or removably attached to a retaining member 400 coupled to the first load transfer structure 160 or the second load transfer structure 170 or to the retaining frame 600. In this alternative embodiment, the tension on the link structure 220 may be significantly relieved or reduced so that there is little to no tension on the link mechanism 220 and the link mechanism 220 may be moved away from the rear of the spine 105 to provide clearance and an unobstructed path for loading or unloading cargo assemblies 105. There may also be springs or other mechanisms to maintain the cables above the container when not tensioned to allow removal or access to the container or container assembly.

[0167] In all of the embodiments described herein, it should be understood that the link mechanism 220 can be provided as a single unit or as a plurality of link mechanisms 220 and corresponding guides 310 and tensioning mechanisms 300. In the case of having multiple link mechanisms 220 spanning the length of the cargo assembly 105, the amount of tension applied to the link mechanism 220 can be the same or each of the plurality of link mechanisms 220 can apply a different amount of tension depending on the weight and / or weight distribution of the containers 70 in the cargo assembly 105.

[0168] Systems and methods for matching an aircraft with an item to be transported.

[0169] Embodiments of the technology disclosed herein are also directed to improved systems and methods for matching an aircraft with an item to be transported by the aircraft. More specifically, various embodiments of the technology disclosed herein relate to aligning accessories on an aircraft with corresponding accessories on an item to be transported.

[0170] Transporting cargo over long distances via aircraft requires significant amounts of aircraft fuel, resulting in significant fuel costs. To achieve greater fuel efficiency, large aircraft are deployed to transport large loads, where the structure of the load shares the aircraft load. For example, a single aircraft with a 120' spine can transport an assembly of 12' x 40' containers that are laterally connected in series and have an overall length of 120'. However, due to thermal expansion and contraction, if the temperatures of the spine and the assembly are significantly different before they are matched, it may be difficult or impossible to attach the assembly to the aircraft. That is, due to these thermal effects, the fittings on the spine of the aircraft cannot be aligned with the fittings on the container assembly, making it difficult (if not impossible) to mate the container assembly with the spine of the aircraft.

[0171] For example, assume the aircraft is flying at an altitude of 25,000 feet with an ambient temperature of -30°F and the container assembly is resting in the sun on a hot desert floor at 150°F. Further assume the aircraft is warmed up by 50°F during combat landing. In this scenario, the temperature difference between the aircraft spine and the container assembly is 130°F.

[0172] Assume further that the spine and container assembly are made of a common aircraft material, aluminum 6061. The thermal expansion coefficient of aluminum 6061 for temperatures between 68°F and 392°F is 13.5×10 -6 in. / in. / °F, and the coefficient of thermal expansion for temperatures between 68°F and -58°F is 12.1×10 -6 in. / in. / °F. Using an average coefficient of thermal expansion of 13.1 x 10 -6Inch / inch / °F, the linear expansion of a 120' structure is 2.5". Assuming a best case scenario, the spine and container assembly are first attached near their midpoints, the fittings near the endpoints will mismatch by 1.25". Similar mismatches can occur when the spine and container assembly are made of other types of materials such as other metals, composites, and the like.

[0173] One possible solution is to provide a system for the spine accessories to slide along the length of the spine, along with any electrical and data connections. An air-operated or hydraulic system can be used to slide the accessories into the correct position. The accessories in the spine are then mechanically locked to the container assembly as they are tightened in the corresponding container accessories. One disadvantage of this mechanism is the added overall weight of the system. Another disadvantage of this solution is the increased maintenance and replacement of additional parts required due to wear. A further disadvantage of this type of mechanically adjusted system is that the spine and container structure will reach the same temperature at some point, so that matching these structures at different temperatures will involve some further movement until the structures reach the same relative temperature, which further complicates the mechanism. An advantage of this solution is that it can accommodate spines and containers made of materials with very different thermal expansion coefficients.

[0174] The second solution is to land the aircraft and then simply wait for the temperature of the spine to rise to the temperature of the container assembly. However, this method consumes a lot of time, which is unacceptable for some operational conditions, such as military requirements that require a minimum amount of time spent on the ground in a hostile environment.

[0175] A third approach is to heat the spine so that by the time the aircraft reaches the container assembly, the spine's temperature and therefore its length is close to the temperature and length of the container assembly. For example, an electrothermal heating system similar to current aircraft de-icing systems can be used to heat the aircraft's spine. This approach is described in detail below.

[0176] Fig.32 An oblique isometric view of an aircraft segment is shown including a segment of an aircraft spine 1000 disposed along its entire length in accordance with the disclosed techniques. The aircraft spine 1000 may be mechanically coupled to a propulsion system (not shown) of the aircraft. In the depicted embodiment, the spine 1000 may be fabricated from aluminum. However, in other embodiments, the spine 1000 may be fabricated from other materials, such as other metals, composite materials, and the like. Reference Fig.32 , the spine 1000 may include multiple pairs of I-beams running along the entire length. Fig.33 Show Fig.32 , which illustrates one pair of multiple pairs of I-beams 1015.

[0177] Fig.34 Show Fig.33FIG. 1B shows a lower segment of one of the plurality of I-beams 1015. Fig.34 , one or more heating wires 1030 can be arranged along the length of the I-beam 1015, that is, along the entire length. For example, each I-beam 1015 can have four heating wires arranged at the four inner corners of the I-beam. It should be understood that the I-beam is just an example, and other structures can be used, for example, such as C-sections, tubes or other commonly used aircraft type configurations. In some embodiments, the heating wire 1030 can be arranged in a sheath 1032 to hold the heating wire 1030 in place. In other embodiments, other heating elements can be used instead of or in addition to the heating wire, for example, such as a heating blanket, a heating mesh, an auxiliary agent, etc. In some embodiments, one or more heat sinks thermally coupled to the spine 1000 can be used to spread the heat, for example, such as a thin metal plate. The aircraft may include a thermal system that includes these heating elements and also includes a power supply (not shown) configured to provide power to the heating elements.

[0178] In other embodiments, the spine can be heated in other ways. For example, in some embodiments, the spine can be heated by a thermal fluid system that is configured to pass a thermal fluid through one or more passages in the spine 1000. The fluid can include a liquid, a gas, or a combination thereof. In some embodiments, the thermal fluid can be provided through a duct from the aircraft's propulsion system. For example, a duct can provide hot bleed engine air from the aircraft's engine, similar to how some current passenger aircraft heat their cabin spaces. Such embodiments can include a condensation elimination system to reduce or eliminate any condensation that may occur.

[0179] In some embodiments, the passageway in spine 1000 may be formed between I-beams 1015 of a pair of I-beams arranged in parallel. Fig.35 A segment of an aircraft spine 1000 is shown, with multiple pairs of I-beams 1015 forming a path along the length of the aircraft. Fig.35 , multiple pairs of I-beams 1015 form a passage through which a hot fluid, generally shown as 1040, can pass.

[0180] Fig.36 A process 3600 is shown for transporting one or more containers on an aircraft according to an embodiment of the present invention. Fig.36, process 3600 at 3602 may include heating the spine 1000 of the aircraft so that a plurality of first fittings in the spine are aligned with corresponding second fittings in one or more containers along the entire length. In some embodiments, the aircraft may include a receiver configured to receive a signal indicating the temperature of the one or more containers. In such embodiments, the aircraft spine 1000 may be heated to approximately the same temperature as the containers. For example, the aircraft spine 1000 may be heated prior to landing so the spine may immediately engage the containers.

[0181] Process 3600 can further include mechanically locking the first fitting and the corresponding second fitting together after heating the spine of the aircraft at 3604. Mechanically locking the fittings can include twisting the first fitting.

[0182] The container can be configured to contain cargo, people, or a combination thereof. In addition, the disclosed embodiments are not limited to transporting assemblies of multiple containers. For example, the disclosed technology can be used to transport a single container.

[0183] In some embodiments, the aircraft may be configured to transport items other than containers. For example, the aircraft may be configured to transport one or more fuselage sections, etc. In such embodiments, the items may include suitable accessories to engage with accessories provided along the spine of the aircraft.

[0184] Another challenge presented when transporting long items via aircraft is that the item may buckle when being lifted and attached to the spine of the aircraft. For example, consider an assembly of 12' x 40' containers connected in series and having an overall length of 120'. When the assembly is lifted at the midpoint attachment, the distal end of the assembly may sag significantly. When the assembly reaches the spine, the fittings near the midpoint of the spine and the container assembly may come into contact, while the fittings near the distal end may be separated by a distance. This may be the case even when the spine and the container are at approximately the same temperature.

[0185] Fig.37 A portion of a large aircraft system according to an embodiment of the disclosed technology is shown. Fig.37 , the aircraft includes landing gear 1013 and 1014, which includes a plurality of wheels. The aircraft may include a wheel drive system (not shown) that can drive the wheels so that the aircraft moves over the container assembly 1020 to be transported by the aircraft. One benefit of this arrangement is that it allows the assembled container assembly 1020 to be on the ground without the use of any ground carts. For example, the container assembly can be assembled using an existing intermodal forklift system. The forklift system can be operated by a robot.

[0186] The aircraft may include one or more elevators 1010 configured to lift the container assembly 1020 to access the spine 1000 of the aircraft. Fig.37 , the illustrated aircraft system includes an elevator disposed near the midpoint of the aircraft, generally shown as 1010. Each elevator may be implemented in any manner.

[0187] For example, in some embodiments, the lift 1010 may include a grapple mechanism 1012 including a plurality of grapple hooks, each grapple hook being configured to mechanically engage one of a plurality of accessories in a container assembly. The lift 1010 may include a drive system to raise and lower the grapple hooks, thereby raising and lowering the container assembly 1020. In some embodiments, the grapple mechanism 1012, grapple hooks, and drives described herein may be implemented in a manner similar to those developed for the port container industry.

[0188] The drive system can be implemented in any manner. In some embodiments, the drive system may include one or more winches, each winch configured to wind a cable connected to one of the plurality of grappling hooks. In other embodiments, the drive system may include rigid members such as rods, beams, and the like.

[0189] The drive system can be operated by any type of drive. For example, the drive can be implemented as a hydraulic drive, a pneumatic drive, an electromechanical drive and the like.

[0190] Fig.38 Show Fig.37 Side view of the aircraft system. Fig.39 Show Fig.38 View C of the aircraft system. Reference Fig.39 , the grapple mechanism 1012 can be aligned with and connected to the fitting 1026 in the container assembly 1020. The lift 1010 is now ready to raise the container assembly 1020.

[0191] As the container assembly 1020 is raised, the fittings in the middle portion of the container assembly 1020 come into contact with corresponding fittings in the middle portion of the spine 1000. At this point, the fittings may be mechanically locked together, for example by twisting the fittings in the spine 1000 together.

[0192] However, the container assembly 1020 may flex so that the distal portion of the container assembly 1020 sags and thus the fittings in the distal portion of the container assembly 1020 are not brought into contact with the corresponding fittings in the distal portion of the spine 1000. An additional elevator 1010 may be provided at the distal portion of the spine to lift the distal portion of the container assembly 1020 so that the fittings in the distal portion of the container assembly 1020 are brought into contact with the corresponding fittings in the distal portion of the spine 1000. At this point, the fittings may be mechanically locked together, thereby securing the container assembly 1020 to the spine 1000 of the aircraft.

[0193] In the described embodiment, the middle portion of the container assembly 1020 is first lifted and connected to the spine, and then the distal portion of the container assembly 1020 is lifted and connected to the spine. However, in other embodiments, other portions of the container assembly 1020 may be lifted first. For example, one end of the container assembly 1020 may be lifted and connected to the spine first, and the other portions may be lifted and connected to the spine later. In such an example, the corresponding accessories are mechanically locked together as they are brought into contact in a manner similar to a zipper closure.

[0194] In some cases, the container assembly 1020 may buckle horizontally (that is, laterally) such that fittings in the container assembly 1020 are not aligned with corresponding fittings in the aircraft spine 1000. In some embodiments, the aircraft system may include a horizontal drive mechanism to drive the container assembly 1020 into alignment.

[0195] Fig.40 Another side view of the aircraft system is shown. Fig.41 Show Fig.40 A view of the aircraft systems DD. Fig.41 , it can be seen that the container assembly 1020 is a 2x2 arranged container.

[0196] Fig.42 A view F is shown, which shows Fig.41 Further details of the aircraft systems are given in the Fig.42 , the aircraft system may include one or more horizontal drive mechanisms 1035. Each of the horizontal drive mechanisms 1035 may be implemented, for example, as a compact hydraulic system or an electromechanical system. In some embodiments, one or more of the horizontal drive mechanisms 1035 may be implemented on a track mounted on the spine 1000 so that the mechanism 1035 travels along the spine to apply horizontal forces to the container assembly 1020 at different points in order to align the container assembly accessories with the spine accessories.

[0197] In some embodiments, the horizontal drive mechanism 1035 may be formed integrally with the elevator 1010 of the aircraft system. Fig.42 The grab or fitting 1016 of the grab mechanism 1012 is shown mechanically engaged with the lower corner fitting 1035a of the lower right container in the container assembly 1020. However, in other embodiments, the fitting 1016 can engage with other fittings 1035a of other containers. For example, the fitting 1016 can engage with the upper fitting of the upper container in the container assembly 1020 to apply greater leverage to drive the container assembly 1020 horizontally.

[0198] Fig.43 Show Fig.40 EE view of the aircraft system. Fig.43 , the container assembly 1020 has been attached to the spine 1000 of the aircraft system, and the horizontal drive mechanism 135 has been retracted. Fig.44 A view G is shown, which shows Fig.43 In particular, the upper right corner fitting 1035d of the container assembly 1020 is shown.

[0199] In some embodiments, one or more containers can be configured to transport cargo. In some embodiments, one or more of the containers can be configured to transport people. Fig.45 The figure shows a 40' container configured to transport personnel. The container may include an oxygen and pressurization system 1100, overhead storage bins 1300, and seats 1400. The floor 1500 of the container may be configured to meet safety requirements, such as crash load requirements mandated by the Federal Aviation Administration (FAA). When transporting personnel rather than just cargo, the maximum payload limits of the aircraft systems may be reduced. The container may be connected to the electrical and data systems of the aircraft, as described elsewhere herein.

[0200] In some cases, the personnel container may be transported by a drone aircraft, such as in a military emergency or the like. In other cases, the aircraft may be piloted, such as for a special military mission. In such an embodiment, the pilot may be provided with Fig.45 Alternatively, a self-contained removable module may be provided for the pilot, which may or may not be part of the aircraft structural component. Fig.46 An aircraft system is shown with a dedicated pilot container 1600. The pilot container 1600 may be a single 5' container and may be attached to the spine 1000 of the aircraft as described above. The pilot container may include features such as aircraft navigation controls, climate system, and a pilot seat which may be configured as an ejection seat.

[0201] Fig.47 A process 4700 for attaching one or more containers to an aircraft is shown in accordance with an embodiment of the present invention. Fig.47 , process 4700 can include moving the aircraft over one or more containers at 4702. For example, a wheel drive system of the aircraft can drive wheels of the aircraft landing gear to propel the aircraft over the container(s), as described above.

[0202] The process 4700 may include, at 4704, lifting the container(s) such that fittings in a first portion of the container(s) contact corresponding fittings in a first portion of the spine, wherein lifting the container(s) does not bring fittings in a second portion of the container(s) into contact with corresponding fittings in a second portion of the spine due to flexion of the container(s). For example, a lift 1010 disposed in a mid-portion of the spine may be employed to raise the container(s), as described above.

[0203] Process 4700 may include mechanically locking together the fittings in the first portion of the spine and corresponding fittings in the first portion of the container(s) at 4706. For example, the fittings in the aircraft spine may be twisted to lock together with the fittings in the container(s).

[0204] The process 4700 may include, at 4708, lifting the second portion of the container(s) such that the fittings in the second portion of the container(s) are aligned along the entire length with corresponding fittings in the second portion of the spine. For example, a second lift 1010 disposed in the second portion of the spine may be employed to raise the distal portion of the container(s).

[0205] Process 4700 may include laterally driving the second portion of the container(s) such that the fittings in the second portion of the spine are laterally aligned with corresponding second fittings in the second portion of the container(s) at 4710. For example, the horizontal drive mechanism described above may be employed to laterally drive the container(s) into alignment with the spine.

[0206] Process 4700 may include mechanically locking together the fittings in the second portion of the spine and corresponding fittings in the second portion of the container(s) at 4712. At this point, the container(s) are securely attached to the aircraft, and the aircraft is ready to take off.

[0207] The disclosed system and method for matching an aircraft with containers and other items to be transported by the aircraft has many advantages over conventional systems and methods. In particular, the system and method quickly and efficiently aligns accessories in the container with accessories in the spine of the aircraft. This arrangement allows containers to be loaded and unloaded quickly, which allows the aircraft to spend very little time on the ground. These features make the system not only effective, but also very suitable for military combat operations.

[0208] The above-described embodiments may be employed individually or in combination. For example, before employing the above-described lifting and attaching techniques, the aircraft may heat its spine to approximately the temperature of the container assembly, as described above.

[0209] Dedicated drone airport

[0210] Embodiments of the technology disclosed herein are also directed to improved airport designs for cargo drones and / or cargo drones with onboard monitoring pilots. More specifically, various embodiments of the technology disclosed herein relate to unique airport designs that utilize the various capabilities of the above-mentioned cargo drone and cargo drone container technologies.

[0211] In one embodiment, a drone-only airport as disclosed herein has a single runway for takeoff and landing of cargo drones. Optionally, the drone-only airport has a buried track that is used by a tugboat to pull the landed cargo drones to various parking positions. At the parking position, an automatic cart removes the old payload from the landed cargo drone and brings the new payload to the landed cargo drone. The landed cargo drone can also be refueled when the payload changes. Alternatively, the tugboat can be powered by periodic charging, or can have a side power track for continuous charging.

[0212] Because drone airports are reserved for moving cargo containers and do not require passenger infrastructure, costs can be greatly reduced. Drone airports can utilize automated equipment so that no humans are directly involved in moving, loading, or unloading cargo containers.

[0213] In some embodiments, fuel use can be reduced by pulling cargo drones to locations within drone-dedicated airports rather than having the drones use their own engines. For example, cargo drones can be pulled or pushed along buried tracks so that the drones do not have to use their own engines to move from one location to another.

[0214] refer to Fig.48, showing a first embodiment of a drone-only airport 2100 according to the present invention. In this first embodiment, the drone-only airport 2100 is simply a runway 2101 of dirt or grass or minimal preparation or metal grating for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or other aircraft capable of landing on such a runway, and has no ground facilities or refueling capabilities. The runway 2101 can be approximately 3000 feet to 8000 feet (914 meters to 2438 meters) long, with the airport 2100 itself containing approximately 16 acres (6.5 hectares). In a specific embodiment, the runway 2101 can be approximately 5000 feet (1524 meters) long. The airport uses a ground truck system, such as a semi-tractor unit known in the art. Alternatively, the airport can use an AI-driven truck system as disclosed in the prior art.

[0215] refer to Fig.49 , shows a second embodiment of a drone-only airport 2200 according to the present invention. In this second embodiment, the drone-only airport 2200 includes a concrete runway 2201, which is used for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or any other aircraft capable of landing on such a runway, and has minimal ground facilities and no refueling capabilities. The concrete runway 2201 can be approximately 3000 feet to 8000 feet (914 meters to 2438 meters) long, with the airport 2200 itself containing approximately 70 acres (28.4 hectares). In a specific embodiment, the runway 2201 can be approximately 4500 feet (1370 meters) long. The ground facilities may include an air traffic control system (not shown) and a warehouse 2202, together with associated forklift and truck systems, such as semi-traction units known in the art. The drone-only airport 2200 may further include a plurality of parking spaces 2203 connected to the runway 2201 via a taxiway 2204.

[0216] refer to Fig.50, showing a third embodiment of a drone-only airport 2300 according to the present invention. In this third embodiment, the drone-only airport 2300 includes a concrete runway 2301 for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or aircraft of similar capabilities, and has comprehensive ground facilities and comprehensive refueling capabilities. The concrete runway 2301 can be approximately 3000 feet to 8000 feet (914 meters to 2438 meters) long, with the airport 2300 itself containing approximately 588 acres (238 hectares). In a specific embodiment, the runway 2301 can be approximately 4500 feet (1370 meters) long. The ground facilities may include a warehouse or holding area 2302, an air traffic control tower 2305, an aircraft maintenance / repair facility 2306, an ice control facility 2307, a fuel tank farm 2308, and a fire station 2309. The drone-only airport 2300 may further include a plurality of parking stands 2303 connected to the concrete runway 2301 via a departure taxiway 2304 and an arrival taxiway 2310 .

[0217] Multiple parking stands 2303 may be connected in parallel, wherein a front end 2311 of each parking stand 2303 is connected to a departure taxiway 2304 and a rear end 2312 of each parking stand 2303 is connected to an arrival taxiway 2310. Multiple parking stands 2303 may be oriented perpendicular to the length of the concrete runway 2301, such as Fig.50 As shown, other orientations are also within the scope of the present invention. Because each end of each parking stand 2303 is connected to a taxiway, a landed cargo drone can propel itself or otherwise be pulled by the buried track and towed into and out of the parking stand 2303 without requiring the landed cargo drone to back up or move in reverse.

[0218] The plurality of parking bays 2303 may be part of a refueling and reloading area. In each of the plurality of parking bays 2303, a landed cargo drone may be automatically or manually refueled with fuel from a fuel tank area 2308. While the landed cargo drone is being refueled, payloads from the landed cargo drone may be loaded and unloaded using one of the plurality of automated container dollies 2314.

[0219] Each of the plurality of automated container carts 2314 runs on a cart track 2315 having a trunk line 2316 and a plurality of trunk line branches 2317 each connected to the trunk line 2316. The trunk line 2316 leads to a warehouse or holding area 2302, where outgoing containers 2318 can be stored and / or automatically or manually transferred to a truck via a truck access area 2319 or automatically or manually transferred to a train via a track access area 2320. Incoming containers 2321 from a truck via a truck access area 2319 or from a train via a track access area 2320 can also be stored in the warehouse or holding area 2302 or directly transferred to the automated container cart 2314. Each of the plurality of trunk branches 2317 may lead to an edge of the taxiway 2310, to a back end 2312 of one of the plurality of parking stands 2303, or partially or fully into one of the plurality of parking stands 2303 to facilitate loading and unloading of payloads from a landed cargo drone.

[0220] refer to Fig.51 , shows a fourth embodiment of a drone-only airport 2400 according to the present invention. In this fourth embodiment, the drone-only airport 2400 includes: a first concrete runway 2401, which is used for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or aircraft of similar capabilities; and a second concrete runway 2431, which is used for takeoff and landing of cargo drones 2000 of any size. The drone-only airport 2400 also has comprehensive ground facilities including an air traffic control tower 2405 and comprehensive refueling capabilities. The aircraft 2400 itself contains approximately 2812 acres (1138 hectares).

[0221] The first concrete runway 2401 may be approximately 3000 feet to 8000 feet (914 meters to 2438 meters) long. In a specific embodiment, the runway 2401 may be approximately 4500 feet (1370 meters) long. Ground facilities for the first concrete runway 2401 may include a first warehouse or holding area 2402, a first aircraft maintenance / repair facility 2406, a first ice control facility 2407, a first fuel tank farm 2408, and a first fire station 2409. A plurality of first parking stands 2403 may be connected to the first concrete runway 2401 via a first departure taxiway 2404 and a first arrival taxiway 2410.

[0222] The second concrete runway 2431 may be approximately 11,000 feet (3,353 meters) long. Ground facilities for the second concrete runway 2431 may include a second warehouse or holding area 2432, a second aircraft maintenance / repair facility 2436, a second ice control facility 2437, a second fuel tank farm 2438, and a second fire station 2439. A plurality of second parking stands 2433 may be connected to the second concrete runway 2431 via a second departure taxiway 2434 and a second arrival taxiway 2440.

[0223] The plurality of parking stands 2403 and 2433 in the fourth embodiment may be connected in parallel, wherein the front end of each parking stand 2403 and 2433 is connected to the departure taxiway 2404 or 2434, and the rear end of each parking stand 2403 and 2433 is connected to the arrival taxiway 2410 or 2440. The plurality of parking stands 2403 and 2433 may be oriented perpendicular to the length of the concrete runways 2401 and 2431, as shown in FIG. Fig.51 As shown, other orientations are also within the scope of the present invention. Because each end of each parking stand 2403 and 2433 is connected to the taxiway, a landed cargo drone can propel itself or otherwise be pulled by the buried track and towed in and out of parking stand 2403 or 2433 without requiring the landed cargo drone to back up or otherwise move.

[0224] The plurality of parking stands 2403 and 2433 may be a first refueling and reloading area (for the first concrete runway 2401) or a second refueling and reloading area (for the second concrete runway 2431). In each of the plurality of parking stands 2403 and 2433, a landed cargo drone may be automatically or manually refueled using fuel from the first fuel tank area 2408 or the second fuel tank area 2438. While the landed cargo drone is being refueled, payloads from the landed cargo drone may be loaded and unloaded using one of the first plurality of automated container carts 2414 (for the first concrete runway 2401) or the second plurality of automated container carts 2444 (for the second concrete runway 2431).

[0225] Each of the plurality of automated container carts 2414 and 2444 runs on a cart track 2415 or 2445 having a main line 2416 or 2446 and a plurality of main branches 2417 or 2447 each connected to the main line 2416 or 2446. For the first concrete runway 2401, the main line 2416 leads to a warehouse or holding area 2402, where outgoing containers 2418 can be stored and / or automatically or manually transferred to a truck via a shared truck access area 2419 or automatically or manually transferred to a train via a shared track access area 2420. Incoming containers 2412 from a truck via the shared truck access area 2419 or from a train via the shared track access area 2420 can also be stored in the warehouse or holding area 2402 or directly transferred to the automated container cart 2414. For the second concrete runway 2431, the trunk line 2446 leads to a warehouse or holding area 2432 where outgoing containers 2448 can be stored and / or automatically or manually transferred to trucks via the shared truck access area 2419 or automatically or manually transferred to trains via the shared track access area 2420. Incoming containers 2451 from trucks via the shared truck access area 2419 or from trains via the shared track access area 2420 can also be stored in the warehouse or holding area 2432 or directly transferred to the automated container cart 2444. Each of the plurality of trunk branches 2417 and 2447 can lead to the edge of the arrival taxiway 2410 or 2440, to the back end of one of the plurality of parking stands 2403 or 2433, or partially or all the way into one of the plurality of parking stands 2403 or 2433 to facilitate loading and unloading of payloads from landed cargo drones.

[0226] refer to Fig.52 , shows a fifth embodiment of a drone-only airport 2500 according to the present invention. In this fifth embodiment, the drone-only airport 2500 includes: a first concrete runway 2501, which is used for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or aircraft of similar capabilities; a second concrete runway 1531, which is used for takeoff and landing of cargo drones 2000 of any size; a third concrete runway 2561, which is used for takeoff and landing of cargo drones 2000 up to the size of a C-130 aircraft or aircraft of similar capabilities; and a fourth concrete runway 2591, which is used for takeoff and landing of cargo drones 2000 of any size. The drone-only airport 2500 also has comprehensive ground facilities including an air traffic control tower 2505 and comprehensive refueling capabilities. The airport 2500 itself contains approximately 3,500 acres (1,416 hectares).

[0227] The first concrete runway 2501 and the third concrete runway 2561 can be about 3000 feet to 8000 feet (914 meters to 2438 meters) long. In a specific embodiment, the runway 2501 can be about 4500 feet (1370 meters) long. The ground facilities for the first concrete runway 2501 and the third concrete runway 2561 can include a first warehouse or holding area 2502, a first aircraft maintenance / repair facility 2506, a first ice control facility 2507, a first fuel tank area 2508 and a first fire station 2509. A plurality of first parking positions 2503 can be connected to the first concrete runway 2501 and to the third concrete runway 2561 via a first departure taxiway 2504 and a first arrival taxiway 2510.

[0228] The second concrete runway 2531 and the fourth concrete runway 2591 may be approximately 11,000 feet (3,353 meters) long. Ground facilities for the second concrete runway 2531 and the fourth concrete runway 2591 may include a second warehouse or holding area 2532, a second aircraft maintenance / repair facility 2536, a second ice control facility 2537, a second fuel tank area 2538, and a second fire station 2539. A plurality of second parking stands 2533 may be connected to the second concrete runway 2531 and to the fourth concrete runway 2591 via a second departure taxiway 2534 and a second arrival taxiway 2540.

[0229] The plurality of parking stands 2503 and 2533 in the fifth embodiment may be connected in parallel, wherein the front end of each parking stand 2503 and 2533 is connected to the departure taxiway 2504 or 2534, and the back end of each parking stand 2503 and 2533 is connected to the arrival taxiway 2510 or 2540. The plurality of parking stands 2503 and 2533 may be oriented perpendicular to the length of the concrete runways 2501, 2531, 2561, and 2591, as shown in FIG. Fig.52 As shown, other orientations are also within the scope of the present invention. Because each end of each parking stand 2503 and 2533 is connected to the taxiway, a landed cargo drone can propel itself or otherwise be pulled by the buried track and towed into and out of parking stand 2503 or 2533 without requiring the landed cargo drone to back up or otherwise move.

[0230] The plurality of parking stands 2503 and 2533 may be part of a first refueling and reloading area (for the first and third concrete runways 2501 and 2561) or a second refueling and reloading area (for the second and fourth concrete runways 2531 and 2591). In each of the plurality of parking stands 2503 and 2533, a landed cargo drone may be automatically or manually refueled using fuel from the first fuel tank area 2508 or the second fuel tank area 2538. While the landed cargo drone is being refueled, payloads from the landed cargo drone may be loaded and unloaded using one of the first plurality of automated container carts 2514 (for the first and third concrete runways 2501 and 2561) or the second plurality of automated container carts 2544 (for the second and fourth concrete runways 2531 and 2591).

[0231] Each of the plurality of automated container carts 2514 and 2544 runs on a cart track 2515 or 2545 having a main line 2516 or 2546 and a plurality of trunk line branches 2517 or 2547 each connected to the main line 2516 or 2546. For the first and third concrete runways 2501 and 2561, the main line 2516 leads to a warehouse or holding area 2502, where outgoing containers 2518 can be stored and / or automatically or manually transferred to a truck via a shared truck access area 2519 or automatically or manually transferred to a train via a shared track access area 2520. Incoming containers 2521 from a truck via the shared truck access area 2519 or from a train via the shared track access area 2520 can also be stored in the warehouse or holding area 2502 or directly transferred to the automated container cart 2514. For the second and fourth concrete runways 2531 and 2591, the main trunk line 2546 leads to a warehouse or holding area 2532 where outgoing containers 2548 can be stored and / or automatically or manually transferred to trucks via the shared truck access area 2519 or automatically or manually transferred to trains via the shared track access area 2520. Incoming containers 2551 from trucks via the shared truck access area 2519 or from trains via the shared track access area 2520 can also be stored in the warehouse or holding area 2532 or directly transferred to the automated container cart 2544. Each of the plurality of trunk line branches 2517 and 2547 can lead to the edge of the arrival taxiway 2510 or 2540, to the back end of one of the plurality of parking stands 2503 or 2533, or partially or all the way into one of the plurality of parking stands 2503 or 2533 to facilitate loading and unloading of payloads from landed cargo drones.

[0232] The above embodiments of drone-only airports can be combined with existing airport designs for manned aircraft.

[0233] Security and anti-tampering systems and mechanisms

[0234] Embodiments of the technology disclosed herein are also directed to security and anti-tampering systems and mechanisms onboard drones to protect drones from internal and external threats. More specifically, various embodiments of the technology disclosed herein relate to ensuring that drones fly their prescribed flight paths and land at destination airports or designated alternative airports.

[0235] In one embodiment, the drone contains internal mechanisms that prevent tampering with the aircraft structure and the drone's electronic systems, electrical systems, guidance systems, and control systems. The drone may have the ability to take photos and record video in sensitive areas. The drone also has the ability to sense any tampering with electrical or communication lines. In addition, the drone may have a primary electrical system and a secondary electrical system. Furthermore, the drone may use encrypted internal communications to provide a barrier that protects against unauthorized access to communications with flight critical systems.

[0236] In another embodiment, a fingerprint with resistance, data storage, or fixed physical constants of the aircraft can be used to sense unauthorized access if the fingerprint has changed. Encrypted communication keys can also be embedded in the electronic system, electrical system, guidance system, and control system so that a replacement part requires a verification key for the replacement part to operate within the system. In these ways, drones can be designed with tamper-proof and tamper-resistant electronic systems, electrical systems, guidance systems, and control systems to prevent tampering.

[0237] In a further embodiment, artificial intelligence (AI) continuously monitors the aircraft and alerts the control center of any suspected tampering.

[0238] Embodiments of the technology disclosed herein are also directed to systems that ensure that containers carried by drones contain the items their manifests specify that they contain and that the containers are structurally sound.

[0239] In one embodiment, all containers shipped by sea are inspected with X-rays using a machine programmed to sense illegal or illicit cargo. X-rays can be used to inspect the contents of the container and provide an indication of any changes to the structural footprint of the container.

[0240] In another embodiment, all containers shipped by sea are inspected with neutrons (similar to X-rays) and substances such as uranium or plutonium can be detected.

[0241] In another embodiment, the container is inspected by an electronic sniffer that can detect hazardous materials contained in the container.

[0242] In another embodiment, the structural integrity of the container is tested by placing the container in a fixture that applies a known load. The deflection of the container can then be measured to ensure that the deflection is within acceptable limits.

[0243] In a further embodiment, once a container is cleared for flight, the container has all the data from x-ray, other instrumentation, deflection, and other tests embedded into the onboard tamper-proof electronics. Any attempt to open the container after inspection will destroy the data and require a re-inspection of the entire container.

[0244] In one embodiment, the data is contained in a blockchain format, making it extremely difficult to change once the data is recorded.

[0245] Embodiments of the technology disclosed herein are also directed to protecting drones from external threats. More specifically, various embodiments of the technology disclosed herein relate to protecting drones from jamming, GPS interference signals, and attempts to hijack drones by other aircraft.

[0246] In one embodiment, the drone has multiple redundant position positioning systems including GPS, laser gyroscopes, and cameras capable of observing the sun and / or stars and / or moon and / or physical locations. The onboard artificial intelligence can cross-check the GPS results with the onboard laser gyroscope to ensure that the two are correlated. If the GPS results and the onboard laser gyroscope do not correlate, the AI ​​can attempt to confirm the correct positioning of the drone based on known aircraft speed, aircraft orientation, and similar data.

[0247] In another embodiment, the onboard AI may also transmit information to an external control entity. The transmission may be done via an encryption key to ensure that no tampering with the aircraft communications occurs.

[0248] The non-limiting embodiments of the present invention described and claimed herein are not limited to the scope limited by the specific embodiments disclosed herein, because these embodiments are intended to be illustrations of several aspects of the present invention. In fact, in addition to those shown and described herein, various modifications of the present invention will be apparent to those skilled in the art from the above description. Such modifications are also intended to fall within the scope of the appended claims.

Claims

1. An aircraft for carrying a cargo module, the aircraft comprising: a spine structure comprising a first end, a second end, and a mounting member for structurally engaging the cargo assembly in juxtaposition with the spine structure between the first end and the second end; and Preload system, comprising: a first load transfer structure coupled to the first end; a second load transfer structure coupled to the second end; a link structure coupled to the first load transfer structure and the second load transfer structure; and a tensioning mechanism coupled to the link structure; wherein the link structure is configured to compress the cargo assembly along a length of the spine structure between the first end and the second end; and wherein the tensioning mechanism is configured to apply a variable tension to the link structure; wherein the variable tension applied by the tensioning mechanism varies compression of the cargo assembly through the link structure along the length of the spine structure between the first end and the second end, the varying compression varying the stiffness and harmonics of the vehicle during flight and thereby providing active flutter control.

2. The aircraft of claim 1, wherein the link structure is a cable.

3. The aircraft of claim 2, wherein the cables are made of one or a combination of steel, fiber and composite materials.

4. The aircraft of claim 1, wherein at least a portion of the second load transfer structure is removable from the second end of the spine structure.

5. The aircraft of claim 1, wherein the second load transfer structure is pivotally mounted to the spine structure such that at least a portion of the second load transfer structure can be pivoted away from the spine structure.

6. The aircraft of claim 1, further comprising a rear fairing; wherein the second load transfer structure is attached to the rear fairing.

7. The aircraft of claim 6, wherein the rear fairing comprises two halves, each of the two halves being configured to be pivotally actuated away from the spine structure.

8. The aircraft of claim 1, further comprising one or more sensors to determine the weight of the cargo component.

9. The aircraft of claim 1, wherein: The link structure has a first end and a second end; and The first end of the link structure is coupled to the tensioning mechanism.

10. The aircraft according to claim 9, wherein: The preload system further includes a retaining member; and The second end of the link structure is coupled to the retaining member.

11. The aircraft according to claim 10, wherein: The second end of the link structure comprises one of a matching pair; The retaining member is a retaining rod; and The retaining rod comprises the other of the matching pair.

12. The aircraft of claim 9, wherein: The preload system further includes a retaining frame; The second end of the link structure is coupled to the retention frame; and The retention frame is removably coupled to the spinal structure.

13. The aircraft of claim 12, wherein the retention frame is removably coupled to one of the first load transfer structure or the second load transfer structure.

14. The aircraft of claim 1, wherein the link structure is configured to extend across a top of the cargo assembly.

15. The aircraft of claim 1, wherein: One or both of the first load transfer structure and the second load transfer structure comprises a plurality of struts extending from a top surface of the spinal structure; and Each of the plurality of struts is coupled to a link mechanism; Each of the plurality of struts is a diagonal support member. The aircraft of claim 15 , wherein the plurality of struts comprises lower struts and upper struts.

17. The aircraft of claim 16, wherein the lower strut is configured to be coupled on one end to the spine structure and on an opposite end to one or both of a lower row and an upper row of the cargo assemblies.

18. A method of transporting a cargo assembly on an aircraft, the method comprising: coupling a cargo assembly including at least one cargo container to a spine of the aircraft; coupling the cargo assembly to a first load transfer structure and a second load transfer structure, wherein the cargo assembly is positioned between the first load transfer structure and the second load transfer structure along a length of the spine; applying a preload to the cargo assembly by applying tension to a link structure coupling the first load transfer structure and the second load transfer structure based on the weight of the cargo assembly using a tensioning mechanism, wherein the link structure compresses the cargo assembly along the length of the spine; as well as varying the tension applied to the link structure by the tensioning mechanism during flight; wherein variable tension applied by the tensioning mechanism varies compression of the cargo assembly through the link structure along the length of the spine, the varying compression varying the stiffness and harmonics of the vehicle during flight and thereby providing active flutter control.

19. The method of claim 18, wherein the applying step changes the stiffness of the aircraft resulting in improved flutter control.

20. The aircraft of claim 1, wherein the tensioning mechanism further comprises one or more sensors that allow the tensioning mechanism to dynamically increase or decrease the variable tension applied by the tensioning mechanism during flight.

21. The method of claim 18, wherein the tensioning mechanism further comprises one or more sensors that allow the tensioning mechanism to dynamically increase or decrease the variable tension applied by the tensioning mechanism during flight.

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