Load stabilizer for stabilizing loads of a ground vehicle

Abstract

A ground vehicle for transporting a load includes a load stabilizer to provide additional stability to the load during transport. The load stabilizer includes a fixed arm coupled to a support frame, which is coupled to a cushion. The fixed arm is also configured to movably mate with the ground vehicle. When a load is placed on the ground vehicle, the load stabilizer is disposed such that the cushion contacts the load to provide stability. The load stabilizer is disposed by actuating a motor, such as a stepper motor. When the motor reaches a torque threshold placed on the motor by the load stabilizer's contact with the load, the motor stops. This mechanism minimizes the impact of the lightweight load stabilizer on the center of mass of the ground vehicle while simultaneously providing a stabilizing load stabilization force, which reduces the likelihood of damaging the load.

Description

Background Technology

[0001] In the industry, ground vehicles are typically used to move heavy objects or large loads within a facility. A traditional example is a forklift, which consists of multiple "forks" that can be inserted into a pallet to raise and lower a load placed on the pallet. By lifting the load off the ground, a forklift can move the load from one location to another. Most ground vehicles, like forklifts, also include a cab or other control area that supports a human driver or operator to control the movement of the ground vehicle and the load.

[0002] Some ground vehicles include counterweights. The purpose of counterweights is to lower the center of gravity of the vehicle and counteract changes in weight distribution when the ground vehicle is raised or lowered under load. For example, in a forklift, the counterweight is located opposite the forks when raising and lowering the load, and is typically positioned low on the ground to lower the center of gravity of the ground vehicle.

[0003] Recently, the industry has begun using autonomous ground vehicles without human drivers or operators. Many of these autonomous systems use traditional designs, such as forklift or scissorlift systems, for lifting and moving loads.

[0004] Manned and autonomous ground systems focus not only on the system's center of gravity but also on load stability during system movement. Many traditional designs do not include additional measures to enhance load stability because their primary purpose is to move symmetrical loads, which are less likely to become unstable and tip over to one side. Other lifting systems are limited to lifting loads to their maximum height. Furthermore, other systems are designed with a wide turning radius to reduce the horizontal forces exerted on the load during turning maneuvers. Summary of the Invention

[0005] From a macroscopic perspective, the aspects described in this article include the load stabilizer and the ground vehicle using the load stabilizer. The load stabilizer provides additional stability for the load transported by the ground vehicle, while being lightweight to minimize its impact on the center of gravity of the ground vehicle.

[0006] One example includes a load stabilizer with a fixed arm configured to movably engage with a ground vehicle at one end. At the other end, the fixed arm is coupled to a support frame that supports a padding material coupled to the support frame. The fixed arm is formed of a robust material that resists bending or damage caused by forces exerted by the mass of the support frame and the padding material. The support frame is a lightweight material capable of supporting a detachable connection to the padding material, allowing it to be removed. The padding material comprises foam equal to or less than approximately two inches thick.

[0007] The ground vehicle includes a motor with a motor-controlled brake, such as a stepper motor, servo motor, etc. The motor and brake provide servo functionality to the load stabilizer. The motor is configured to move the load stabilizer. The motor can move the load stabilizer by actuating a shuttle, such as a lifting mechanism, where the load stabilizer is secured to the shuttle at a fixed arm. Some motors include a brake, such as a controller for a stepper motor or an electromagnetic switch for a servo motor, and this brake includes an associated torque threshold. When the motor torque is equal to or greater than the torque threshold, the brake stops the motor. A particular example type of stepper motor suitable for use is an integrated closed-loop stepper motor, which is a single unit including the motor, drive electronics, and position sensors. An electronic control board is attached to the motor and includes control electronics, power stages, and a magnetic encoder. Other types of stepper motors may be suitable as a complement or alternative to this example.

[0008] In operation, the ground vehicle receives the load for transport. The ground vehicle actuates a motor to move the load stabilizer toward the load. The motor experiences a torque force as the load stabilizer's pad contacts the load and applies force to it. When the torque force experienced by the motor reaches or exceeds a torque threshold, a brake stops the motor. This provides a consistent way to determine the load stabilizer's stopping position without damaging the load. Furthermore, the motor provides a force applied to the load by the pad that is opposite to the load stabilizer's weight, thus allowing for a lightweight load stabilizer, which reduces the impact on the ground vehicle's center of gravity.

[0009] The summary is intended to introduce a series of concepts in a simplified form, which will be further described in the Detailed Description of this disclosure. The summary is not intended to identify key or essential features of the claimed subject matter, nor is it intended to help determine the scope of the claimed subject matter. Further objects, advantages, and novel features of the art will be set forth in part in the Detailed Description that follows, and will also be apparent in part to those skilled in the art upon review of this disclosure or by practice with the art. Attached Figure Description

[0010] The present technology will now be described in detail with reference to the accompanying drawings, in which:

[0011] Figure 1 The illustration shows a side perspective view of an exemplary ground vehicle with a load stabilizer according to one aspect of the present document;

[0012] Figure 2 The diagram illustrates one aspect of what is described in this article. Figure 1 An exploded view of an exemplary load stabilizer used in a ground vehicle;

[0013] Figure 3The illustration shows a top view of an exemplary pad and load according to one aspect described herein;

[0014] Figure 4 The illustration shows a side view of an exemplary ground vehicle according to one aspect described herein, which employs a motor to position the support arm of a load stabilizer;

[0015] Figure 5 An exemplary method of operating a ground vehicle with a load stabilizer according to one aspect described herein is illustrated;

[0016] Figure 6 An exemplary method for assembling a load stabilizer according to one aspect described herein is illustrated; and

[0017] Figure 7 An exemplary method for manufacturing a load stabilizer according to one aspect described herein is illustrated. Detailed Implementation

[0018] Various aspects of this disclosure relate to load stabilizers configured for use with ground vehicles to help stabilize loads transported by the ground vehicles. Such ground vehicles can be manned or unmanned systems, and they are commonly used in industry to transport heavy or large objects.

[0019] One exemplary aspect typically provides a lightweight load stabilizer positioned above the load receiving area of ​​a ground vehicle, in which the load is placed during transport. The load stabilizer is lightweight relative to the ground vehicle system as a whole.

[0020] The load stabilizer can be raised and lowered relative to the load receiving area of ​​the ground vehicle. When a load is placed in the load receiving area for transport, the load stabilizer lowers, contacts the load, and applies force to the load. Therefore, the load is less likely to tip over when the ground vehicle is in motion. Since the load is less likely to tip over, this allows the ground vehicle to move at higher speeds and allows for a larger turning radius.

[0021] As mentioned above, some conventional ground vehicle systems encounter problems when the vehicle's center of gravity changes. For example, as a portion of a ground vehicle with mass moves upward, the overall center of gravity of the ground vehicle rises.

[0022] To overcome this traditional problem, the disclosed load stabilizer is lightweight relative to the ground vehicle as a whole. By making the load stabilizer relatively lightweight, its raising and lowering have almost no impact on the center of gravity of the ground vehicle. In turn, this makes the ground vehicle safer.

[0023] When the center of gravity moves horizontally depending on whether the ground vehicle is carrying a load, other common problems arise when transporting the load. This occurs, for example, with conventional forklifts. When the forklift picks up a load at the front, the center of gravity moves towards the load, making the forklift more likely to tip over. Therefore, forklifts and other similar ground vehicle systems apply counterweights at the other end. However, this makes such systems very heavy, limiting where they can be used and how they are transported and maintained.

[0024] One design of the load stabilizer, which will be described further, provides a load stabilizer positioned directly above the load receiving area of ​​the ground vehicle. This design allows for minimal horizontal deviation of the ground vehicle's center of gravity when the load stabilizer is raised and lowered, which helps prevent tipping and reduces or eliminates the need for counterweights.

[0025] Therefore, one example includes a load stabilizer comprising a fixed arm, a support frame, and a pad. The fixed arm is configured to be fixed to a ground vehicle using the load stabilizer. The fixed arm includes a fixed arm shaft having a first fixed arm shaft end extending to a second fixed arm shaft end. The fixed arm is coupled to the support frame at the first fixed arm shaft end, and the second fixed arm shaft end is configured to engage a shuttle of a ground vehicle movable by a motor, such as a lifting mechanism shuttle.

[0026] The fixed arm is connected to the support frame at the first support frame side using, for example, a fixed arm bracket, which is laterally connected to the fixed arm at the first fixed arm shaft end. Then, the pad is connected to the support frame at the second support frame side, opposite the first support frame side. The ground vehicle utilizes the load stabilizer by moving the load stabilizer to a position where the pad contacts the load and applying force to the load.

[0027] To increase strength, the retaining arm can be made of relatively robust materials. For example, the retaining arm can include metals such as iron, tungsten, titanium, nickel, and chromium.

[0028] The support frame to which the fixed arm is attached typically provides support for a pad-like structure. The support frame may contain lightweight materials such as aluminum, magnesium, titanium, or beryllium.

[0029] The support frame includes an outer edge, and a fixed arm is attached to the support frame at a location within the outer edge. The fixed arm can be attached to the support frame such that a portion of the fixed arm extends beyond the outer edge to easily engage the shuttle of the ground vehicle. To further reduce weight, the support frame may have an opening enclosed by the outer edge of the support frame.

[0030] The padding material is attached to the support frame on the second support frame side. When attached, the padding material may extend to or beyond the outer edge of the support frame. In some cases, the padding material is detachably attached to the support frame, so that it can be easily and quickly replaced if there is any damage or wear. As an example, hook-and-loop fasteners can be applied to the support frame and the padding material to removably secure the padding material.

[0031] Typically, the padding can be made of any material with a certain degree of flexibility. Foam filler is an example of a suitable material. A specific example of foam with beneficial durability includes closed-cell foam materials, such as closed-cell polyurethane or polyethylene. In one example, the padding has a thickness of two inches or less.

[0032] The load stabilizer can be used with a ground vehicle by engaging the fixed arm with the shuttle. In one configuration, when the fixed arm engages with the shuttle, the load stabilizer is positioned such that the pad is directly above the load receiving area of ​​the ground vehicle.

[0033] To utilize the load stabilizer, the ground vehicle actuates a motor configured to move the shuttle from a first position to a second position. In doing so, the lifting mechanism shuttle moves the load stabilizer's fixed arm from the first fixed arm position to the second fixed arm position. The second fixed arm position positions the pad against the top of the load at the load receiving area on the ground vehicle. The second position of the shuttle is determined and can be maintained by torque limiting associated with the motor's brake. The upper or lower limit of the shuttle can be determined by limit switches, which can fix these limits in specific positions so that the shuttle cannot be moved beyond the upper or lower limit by the motor.

[0034] During operation, the ground vehicle receives the load onto the load receiving area. On the load receiving area, the load is positioned between the load receiving area and the load stabilizer. The ground vehicle actuates a motor to begin moving the load stabilizer closer to the load. As the pad contacts the load and applies force, the motor torque increases. When the torque reaches the brake's torque threshold, the brake stops the motor. In this way, the load stabilizer is configured to apply consistent pressure to the load.

[0035] This method of applying pressure to a load using a load stabilizer is advantageous because it can provide consistent pressure to loads of varying sizes. Furthermore, different loads have different crushing values—the points at which the load is damaged by force. The accuracy and precision of this method help ensure that loads with different crushing values ​​are not damaged by the load stabilizer.

[0036] Furthermore, while load stabilizers can be used with manned or unmanned ground vehicle systems, the use of a motor with a torque-activated brake is particularly beneficial for autonomous ground vehicles. This is because it provides a method for stopping the load stabilizer in the correct position without manual input, thus ensuring consistent and correct pressure is applied to the load without damaging it.

[0037] The preceding example is merely one illustration of how the techniques described with reference to the accompanying drawings can be practiced.

[0038] Now for reference Figure 1 , Figure 1 An exemplary ground vehicle 100 in which the disclosed technology may be employed is illustrated. Ground vehicle 100 is illustrated as an autonomous ground vehicle. However, as noted, any aspects described herein may also be used in manned ground vehicles, unless otherwise expressly stated.

[0039] Ground vehicle 100 is illustrated as having a vehicle base 102, a load receiving area 104, a track 106, a lifting mechanism shuttle 108, and a load stabilizer 110. It will be appreciated that this illustration is a simple example provided to aid in describing the technology. Additional components, fewer components, and different arrangements, including any of those discussed, may be used alternatively. Since various ground vehicles for transporting loads are known in the art, only a few specific arrangements are illustrated and described in this disclosure; however, it is contemplated and will be understood that the load stabilizer can be used in any number of ground vehicle systems, including manned and autonomous ones.

[0040] for Figure 1 As illustrated in the example, ground vehicle 100 includes a vehicle base 102. The vehicle base 102 typically moves ground vehicle 100 from one location to another and positions the ground vehicle to receive and unload loads.

[0041] In one aspect, the vehicle base 102 includes an autonomous navigation system that determines and controls the position of the ground vehicle 100. Autonomous navigation systems are known in the art. Such a system can use any number of sensors carried by the ground vehicle 100, including lasers, optical vision sensors, sonar, etc., to move and position the ground vehicle 100 to a specific location or orientation and perform obstacle avoidance operations. It should be understood that the autonomous navigation system and sensors are not limited to the vehicle base 102, and they can be located in other areas of the ground vehicle 100 or remote from the ground vehicle 100, communicating with the ground vehicle 100 via wireless or direct communication channels.

[0042] The vehicle base 102 is illustrated as including wheels 103A and 103B for positioning and moving the ground vehicle 100. Although illustrated with wheels 103A and 103B, the vehicle base 102 can have any motion system, including rail systems, air systems, rollers, etc. In this example, the wheels of the motion system of the vehicle base 102 are vertically aligned with the center of gravity 112 of the ground vehicle 100, as illustrated by a theoretical vertical line 114 extending through the vehicle base 102 and the center of gravity 112.

[0043] The ground vehicle 100 is also illustrated to have a load receiving area 104. Typically, the load receiving area 104 is a location where a load can be placed for transport by the ground vehicle 100.

[0044] As shown, the load receiving area 104 includes rollers that facilitate receiving and unloading the load. Other positioning systems, including conveyors, air systems, mechanical actuators, etc., can be used in addition to or in place of rollers. The positioning system can also help position the load onto the load receiving area 104 so that the load is positioned perpendicularly aligned with the center of mass 112. In another embodiment, the load receiving area 104 does not include a positioning system but instead comprises a flat area for placing the load.

[0045] The load receiving area 104 can be vertically aligned with the centroid 112, such as Figure 1 The figure is illustrated using the theoretical vertical line 114. Here, the load receiving area 104 is located directly above the vehicle base 102.

[0046] The ground vehicle 100 also includes a track 106 and a shuttle 108. The ground vehicle 100 uses the track 106 and the shuttle 108 to position the load stabilizer 110. In the illustrated aspect, the track 106 and the shuttle 108 are used to vertically position the load stabilizer 110. In one case, the shuttle 108 may be included as part of a lifting mechanism system and is referred to as a lifting mechanism shuttle. The lifting mechanism shuttle causes the load stabilizer 110 to move along a vertical axis. In one example, the track 106 and the shuttle 108 are used to vertically translate the load stabilizer 110 relative to the vehicle base 102 from a first position to a second position, the first position having a first distance from the load stabilizer 110 to the vehicle base 102, and the second position having a second distance from the load stabilizer 110 to the vehicle base 102, the first distance being greater than the second distance. The vertical direction of movement is indicated by arrow 116. The shuttle 108 may be part of the overall system and may include one or more shuttle components. Although illustrated as part of or separate from ground vehicle 100, other aspects include a shuttle 108 as part of load stabilizer 110, which may be a separate component or integrally formed as part of other components of load stabilizer 110. In one aspect, shuttle 108 is part of another movement mechanism for moving load stabilizer 110 and is used in conjunction with other movement mechanism components excluding track 106.

[0047] Typically, the load stabilizer 110 is operated by the ground vehicle 100 to apply pressure to the load placed on the load receiving area 104 in order to provide additional stability to the load during transport.

[0048] As illustrated, the load stabilizer 110 engages with the shuttle 108 of the ground vehicle 100. The load stabilizer 110 is vertically raised and lowered by the shuttle 108 along the track 106 to engage a load positioned on the load receiving area 104.

[0049] In this example, the load stabilizer 110 is positioned approximately parallel to the load receiving area 104. That is, the load stabilizer 110 extends along the theoretical top plane 118, while the load receiving area 104 extends along the theoretical bottom plane 120. The top plane 118 and the bottom plane 120 are parallel to each other but offset.

[0050] exist Figure 1 In this configuration, the load stabilizer 110 is perpendicular to the track 106 used for raising and lowering the load stabilizer 110. More specifically, the top plane 118 along which the load stabilizer 110 extends is perpendicular to the theoretical vertical line 114. Similarly, the load receiving area 104 is perpendicular to the track 106 in the bottom plane 120, which extends along the bottom plane and is perpendicular to the theoretical vertical line 114.

[0051] Now for reference Figure 2 An exploded view of the load stabilizer 200 is provided. The load stabilizer 200 is a suitable reference. Figure 1 The load stabilizer 110 is described as a load stabilizer. Load stabilizer 200 is an example of a class of load stabilizers that can be practiced according to the disclosed technology. Each component of load stabilizer 200 is also provided as an illustrative example, and it should be understood that other designs and arrangements can be derived and practiced from this disclosure.

[0052] Figure 2 An exemplary load stabilizer 200 is illustrated as having a fixed arm 202, a support frame 204, and a pad 206. Typically, the fixed arm 202 is configured to cooperate with a ground vehicle (e.g., ground vehicle 100) such that the ground vehicle positions the load stabilizer 200 by moving the fixed arm 202 from a first fixed arm position to a second fixed arm position. The support frame 204 typically supports the pad 206 and provides a mechanism by which the pad 206 can be held within the load stabilizer 200. Typically, the pad 206 provides contact points for the load.

[0053] The fixed arm 202 is shown as having a fixed arm shaft 208 extending from the first fixed arm shaft end 210 to the second fixed arm shaft end 212, as shown. Figure 2 As shown, they are separated by a theoretical axis 214. The first fixed arm shaft end 210 is opposite to the second fixed arm shaft end 212. The word "shaft" does not imply any specific shape or design, but simply indicates that the material extends from the first end to the second end.

[0054] The first fixed arm shaft end 210 is configured to be connected to the support frame 204. The second fixed arm shaft end 212 is configured to cooperate with the shuttle or similar mechanism of the ground vehicle for positioning the load stabilizer 200.

[0055] One method of connecting the fixed arm 202 to the support frame 204 at the first fixed arm shaft end 210 is via a fixed arm bracket 216. In the illustrated aspect, the fixed arm bracket 216 is laterally connected to the fixed arm shaft 208 at the first fixed arm shaft end 210. The fixed arm bracket 216 includes a first fixed arm bracket end 218 and a second fixed arm bracket end 220, which are illustrated as being separated by a theoretical support line 222. The fixed arm bracket 216 can be secured to the support frame 204 at the first fixed arm bracket end 218 and the second fixed arm bracket end 220. By connecting the fixed arm 202 via the fixed arm shaft 208 laterally connected to the fixed arm bracket 216, the overall weight of the fixed arm 202 can be reduced. This T-shaped design reduces both the overall weight and provides a mechanism for connecting the fixed arm 202 to the support frame 204 in a manner that reduces the force applied to the joint at the component joint, as this design reduces the rotational force applied at the point where the components are joined. Figure 2 As shown, the fixed arm bracket 216 includes holes 224A and 224B corresponding to holes 226A and 226B on the support frame 204. These holes can be used to fasten components such as pins and bolts. It should be understood that this is only an exemplary method suitable for practicing this technology, and other methods of connecting components are also possible.

[0056] The fixed arm 202 can be configured to cooperate with a ground vehicle using a fixed arm mounting bracket 228. Here, the fixed arm mounting bracket 228 is connected to the fixed arm shaft 208 at the second fixed arm shaft end 212.

[0057] exist Figure 2 In this configuration, a fixed arm shaft 208 extends from a first fixed arm shaft end 210, which is configured to engage with the support frame 204 at a location within the outer edge 230 of the support frame. The fixed arm shaft 208 extends beyond the outer edge 230 of the support frame to a second fixed arm shaft end 212. This configuration facilitates the positioning of the load stabilizer 200 by the ground vehicle, as extending the fixed arm 202 beyond the outer edge 230 of the support frame allows the load stabilizer 200 to move easily when the fixed arm 202 is moved, since the support frame 204 does not obstruct the ground vehicle and its movement mechanisms for positioning the load stabilizer 200.

[0058] The fixed arm 202 includes a first fixed arm bracket 232 and a second fixed arm bracket 234. The first fixed arm bracket 232 is connected to the fixed arm bracket 216 at a first fixed arm bracket end 218. The first fixed arm bracket 232 extends from the fixed arm bracket 216 toward a second fixed arm shaft end 212. As illustrated here, the first fixed arm bracket 232 is connected to a fixed arm mating bracket 228. The second fixed arm bracket 234 is connected to the fixed arm bracket 216 at a second fixed arm bracket end 220. The second fixed arm bracket 234 extends from the fixed arm bracket 216 toward the second fixed arm shaft end 212. The second fixed arm bracket 234 is also illustrated as being connected to the fixed arm mating bracket 228. In this example, the first fixed arm bracket 232 and the second fixed arm bracket 234 extend outwards and away from the fixed arm mating bracket 228 in opposite directions, such that the first fixed arm bracket 232 and the second fixed arm bracket 234 extend in a non-parallel relationship. Using fixed arm brackets such as these helps to increase the stability of the fixed arm 202. In particular, it reduces or eliminates the rotational force applied to the fixed arm shaft 208. At the same time, the use of fixed arm brackets, including those shown, helps to reduce the overall weight of the fixed arm 202 by reducing the amount of material, while still providing strong structural support.

[0059] In some designs, such as Figure 2 As shown, when the fixed arm 202 engages with the ground vehicle at the second fixed arm shaft end 212, the fixed arm 202 is subjected to rotational or torque forces due to the mass of the support frame 204 and the pad 206, which exert a downward force at the first fixed arm shaft end 210. It engages with the ground vehicle at the second fixed arm shaft end 212. Therefore, it is advantageous to use a robust material that reduces deflection and has a greater bending force or failure point than the rotational or torque forces experienced by the fixed arm 202. For example, the fixed arm 202 can be formed from metals including iron, tungsten, titanium, nickel, or chromium. This includes alloys, such as steel, which has been found to be suitable for use.

[0060] Support frame 204 includes a first support frame side 236 opposite to the second support frame side 238. As previously described, support frame 204 includes a support frame outer edge 230. Support frame 204 is an example of a type of support frame that can be practiced from the described art. It should be understood that other configurations and arrangements are possible and can be used. Therefore, the support frame outer edge 230 is not intended to imply that support frame 204 is completely surrounded by the support frame outer edge 230, for example... Figure 2 The example shown is different. Instead, the outer edge 230 of the support frame is designed to more broadly cover the outermost extent to which the support frame can extend. For example, another exemplary support frame is H-shaped, in which case the outer edge may include two parallel sections.

[0061] The support frame 204 may include one or more open areas, such as open area 240, defined by the material arrangement within the support frame 204. Figure 2 In one exemplary aspect, the outer edge 230 of the support frame completely surrounds the frame. In this case, the open area 240 is surrounded by the outer edge 230 of the support frame. In the H-shaped example, the open area includes the area between two parallel sections. In this case, the open area is not completely surrounded by the outer edge. The open area within the support frame 204 reduces the overall weight of the support frame 204 by using less material and providing a more skeletal frame. However, in yet another example, the support frame may have no open area and only provide a flat surface.

[0062] like Figure 2 As shown, the outer edge 230 of the support frame completely surrounds the support frame 204. One or more open areas, such as open areas 240, are completely surrounded within the outer edge 230 of the support frame. Here, the support frame 204 includes a first support frame portion 242, which is perpendicular to the second support frame portion 244. This forms a T-shaped structure that extends over the area occupied by the support frame 204 and reduces weight by not completely covering the entire area with material. The T-shaped design formed by the first support frame portion 242 and the second support frame portion 244 is completely surrounded by the outer edge 230 of the support frame to provide additional strength and form to the support frame 204.

[0063] Support frame 204 can be connected to fixed arm 202 at first support frame side 236. As illustrated, fixed arm 202 can be connected to support frame 204 at one or more locations. Fixed arm 202 can also be connected to support frame 204 at one or more locations of second support frame portion 244, which extends parallel to fixed arm bracket 216 and perpendicular to fixed arm axis 208. In another aspect, fixed arm 202 is connected to one or more locations (not shown) on first support frame portion 242, which extends perpendicular to fixed arm bracket 216 and parallel to fixed arm axis 208. One aspect involves connecting fixed arm 202 to one or more locations on first support frame portion 242 and second support frame portion 244.

[0064] Reducing the weight of the support frame 204 is beneficial because it reduces the overall weight of the load stabilizer 200 and the rotational or torque forces experienced by the fixed arm 202. However, since the support frame 204 does not experience the same types of forces as the fixed arm 202, lighter materials can be used to construct the support frame 204, such as materials with a density less than or equal to about 0.300 lbs / in. 3 Any material. In other respects, the density is less than or equal to about 0.200 lbs / in. 3The material and density are less than or equal to approximately 0.100 lbs / in 3 Suitable materials are available. For example, the support frame 204 can be formed from metals including aluminum, magnesium, titanium, or beryllium. Similarly, alloys of these metals are intended to be used. Materials with a density of less than 0.100 lbs / in have been found. 3 The aluminum provides good structural stability for the connection to the pad 206 and the fixed arm 202, while also providing a lightweight material that helps reduce the overall weight of the load stabilizer 200.

[0065] The pad 206 is connected to the support frame 204 at the second support frame side 238. Figure 2 In the provided example, the dimensions of the pad 206 are the same as those of the support frame 204. That is, the dimensions of the pad 206 are designed to extend over an area approximately equal to the area of ​​the support frame 204. The pad 206 may include a single pad or may include more than one pad.

[0066] The pad 206 is releasably attached to the support frame 204. By releasably attaching the pad 206, it can be easily removed and replaced. Several methods exist for detachably securing the pad 206 to the support frame 204. One suitable method is to use hook-and-loop fasteners, such as... Figure 2 The hook-and-loop fastener 246 is shown. Other methods may include using pins, bolts, double-sided tape, glue, clips, etc.

[0067] Typically, the pad 206 can be made of any material. The advantage of flexible materials is that they can cushion or conform to the load stabilizer 200 when force is applied. Some loads may not be perfectly flat or parallel to the pad, so some areas may experience greater force. Flexible materials help distribute this force across the entire load, rather than subjecting certain areas of the load to significantly greater force. Flexible materials also help adapt the material to the load, making the load more stable during transport, as the contour helps grip the load and prevent lateral movement.

[0068] One type of flexible material found to provide these benefits is foam. A durable and suitable foam material is closed-cell foam. When used with the load stabilizer 200, these materials resist abrasion from repeated forces. One example is closed-cell polyurethane foam, and another is closed-cell polyethylene foam.

[0069] While many different foam variants can be used, foam with a thickness of about 5 inches or less is suitable. Foams with thicknesses of about 4 inches, 3 inches, 2 inches, and 1 inch or less can each be used in various aspects of this technology. The lower foam thickness used in pad 206 is advantageous because it is lighter in weight.

[0070] In addition, a density of about 5 lbs / ft can be used. 3 Foam with a density of less than or equal to approximately 4 lbs / ft. Other aspects of this technology allow for the use of foam with a density of less than or equal to approximately 4 lbs / ft. 3 Less than or equal to approximately 3 lbs / ft 3 Less than or equal to approximately 2 lbs / ft 3 and less than or equal to about 1 lbs / ft 3 Foam. The lower the density, the lighter the weight and the higher the flexibility.

[0071] Any combination of these foams can be used in various aspects of this technology. Other similar foams and flexible materials, such as rubber, can be used, and are intended to fall within the scope of "flexible materials." In some cases, flexible materials are flexible non-metallic synthetic materials.

[0072] Generally, the pad 206 may include a flat surface opposite the portion of the pad 206 that is fixed to the support frame 204. However, other alternative pad designs are contemplated. Figure 3 Exemplary pad designs that can be used are provided.

[0073] Brief Reference Figure 3 Typically, the pad can be formed with a pad surface corresponding to a specific load type. This is advantageous because it provides additional support for the lateral movement of the load, which does not have a regular top surface, such as those loads that do not have a flat, square top surface. Figure 3 An example is provided; however, it should be understood that other cushion designs exist that are intended to fall within the scope of this disclosure.

[0074] Generally speaking, Figure 3The illustration shows a bottom view of a pad 300 and a load 302, with the load 302 positioned on top of a tray 304. The pad 300 comprises a pad design conforming to the shape of the load's top surface 306. Specifically, the pad 300 includes a raised pad region 308 and a recessed pad region 310. To correspond to the load 302, the raised pad region 308 has a position corresponding to the location of the recessed load region 312. Similarly, the recessed pad region 310 has a position corresponding to the location of the raised load region 314. To form the raised pad region 308 and the recessed pad region 310, the pad 300 may be milled or initially formed around a blank having a structure similar to that of the load's top surface 306.

[0075] Turn now Figure 4 An exemplary ground vehicle 400 is provided. The ground vehicle 400 can be any type of ground vehicle configured to transport loads. Figure 4 The autonomous system is one example, and other examples may include manned or remotely operated ground vehicles.

[0076] Ground vehicle 400 is shown operating in conjunction with fixed arm 402. For clarity, other components of the load stabilizer associated with fixed arm 402 are omitted. However, it should be understood that fixed arm 402 can be used with other components to provide a load stabilizer for ground vehicle 400, and any load stabilizer described is suitable for use.

[0077] Ground vehicle 400 uses track 404 and shuttle 406 to position fixed arm 402, and any associated load stabilizers. That is, fixed arm 402 is configured to engage with shuttle 406 as illustrated. Shuttle 406 moves vertically about track 404 to move fixed arm 402 from a first fixed arm position to a second fixed arm position, wherein the second fixed arm position is relatively closer to load receiving area 408. As described above, shuttle 406 may also be referred to as a lifting mechanism shuttle that assists in the vertical movement of ground vehicle 400, or may include such a lifting mechanism shuttle.

[0078] The system including track 404 and shuttle 406 is illustrated as an exemplary method that can be used. Other systems may employ hydraulics, chains, gears, mechanical lifts, etc.

[0079] Ground vehicle 400 may use motor 410 to position fixed arm 402 along track 404. Therefore, motor 410 is configured to move fixed arm 402 from a first fixed arm position to a second fixed arm position. That is, ground vehicle 400 actuates motor 410 to move fixed arm 402 along track 404. Some aspects of this technology utilize motor 410 with a solenoid brake. When motor 410 is subjected to a specific torque, the solenoid brake stops motor 410. Some aspects use stepper motors braked by a controller programmed with a torque threshold. It should be understood that although motor 410 is illustrated as part of ground vehicle 400, motor 410 can be positioned at any location on ground vehicle 400, including positioning on any component of the load stabilizer of ground vehicle 400. It should also be understood that some stepper motors include brakes and controllers integrated in the same hardware or separately.

[0080] When the torque experienced by motor 410 is equal to or greater than a torque threshold defined by the brake, a brake integrated with or as part of motor 410 can be used to stop fixed arm 402 in a lower position. Therefore, the lower limit position is based on the size of the load carried by ground vehicle 400. An upper limit position of fixed arm 402 can be determined using a capacitive switch to stop motor 410. As noted, several motors are suitable for the application, including stepper motors, servo motors, etc. These can be used in conjunction with any type of brake, including electromagnetic brakes, potentiometers, controllers, etc., including digital or mechanical, or both. The brake may have an associated torque threshold that stops the motor when it experiences a torque equal to or greater than the torque threshold. In the example, a stepper motor can be used, where a controller controls the stepper motor position, and the stepper motor position is determined by the controller based on a torque experienced by the stepper motor equal to or greater than the torque threshold. In this example, a brake is then applied to the stepper motor to hold the stepper motor position, thereby holding the position of the load stabilizer moved by the stepper motor. The brake and controller of a stepper motor can be integrated into a single piece of hardware or be separate components.

[0081] One advantage of using the methods described above to reduce the overall weight of the load stabilizer is that the reduced weight allows for the use of a smaller motor. That is, the weight of the load stabilizer is related to the size of the motor required to move the load stabilizer. Heavier load stabilizers typically use larger motors with higher torque thresholds and specifications. By reducing the weight of the load stabilizer, a relatively smaller motor can be used, thus requiring less voltage to operate. This allows for the use of smaller batteries and extends the battery life associated with the ground vehicle for powering the motor.

[0082] While there are various methods to configure the motor 410 to move the fixed arm 402, one method uses a belt system. An exemplary system is illustrated, comprising a belt 412 that moves using a pulley 414 engaged with the motor 410. A shuttle 406 engages with the belt 412 using a belt buckle 416. The engagement of the shuttle 406 with the belt 412 causes the shuttle 406 to move in the direction of rotation as the belt 412 rotates about the pulley 414. A particular system suitable for use employs a timing belt with grooves that rotates about a toothed pulley, wherein the teeth of the pulley are configured to rest within the grooves of the timing belt.

[0083] Now for reference Figure 5 An exemplary method 500 for operating a ground vehicle with a load stabilizer is provided. Any load stabilizer or variation thereof described may be employed. In block 502, a load is received in a load receiving area of ​​the ground vehicle. The load may be positioned by the ground vehicle to be perpendicularly aligned with the center of gravity of the ground vehicle. The load may be positioned by a positioning system employed by the ground vehicle, or it may be placed on a flat surface of the load receiving area. In one aspect, the load is positioned such that it is arranged between the load receiving area of ​​the ground vehicle and the load stabilizer, wherein the load stabilizer is positioned parallel to the load receiving area.

[0084] In box 504, the ground vehicle actuation is configured to move the load stabilizer motor via a fixed arm. The load stabilizer moves from a first fixed arm position to a second fixed arm position. The second fixed arm position is relatively closer to the load and the ground.

[0085] When the pad of the load stabilizer begins to contact the surface of the load, the motor that moves the load stabilizer begins to experience a torque force. The motor may be equipped with an electromagnetic brake, which stops the motor when the experienced torque is equal to or greater than a torque threshold associated with the electromagnetic brake. Therefore, in block 506, the motor is stopped based on the motor's torque threshold. The load stabilizer stops at the lower limit position.

[0086] Figure 6 An exemplary method 600 for assembling a load stabilizer configured for use with a ground vehicle is illustrated. At block 602, a fixed arm is coupled to a support frame. The fixed arm may be coupled to a first support frame side of the support frame, which is opposite to a second support frame side of the support frame. The fixed arm may include a fixed arm shaft having a first fixed arm shaft end extending to a second fixed arm shaft end. The fixed arm may be coupled to the support frame at a position where the first fixed arm shaft end is within the outer edge of the support frame. The fixed arm may be coupled such that the second fixed arm shaft end extends beyond the outer edge of the support frame. The support frame may be configured to movably engage with a ground vehicle at a position corresponding to the second fixed arm shaft end.

[0087] In frame 604, a pad is attached to a support frame. The pad may be attached to the support frame on the side of the second support frame. The pad may be removably attached to the side of the second support frame. In one aspect, a first portion of the hook-and-loop fastener is secured to the pad, while a second corresponding portion is secured to the second support frame side of the support frame, and the first and second portions are placed in contact.

[0088] Figure 7 An exemplary method 700 is provided for manufacturing a load stabilizer for stabilizing the load of a ground vehicle. At block 702, a fixed arm is formed. The fixed arm can be formed from any bending-resistant material having sufficient strength to withstand the forces generated by a large support frame and pad. Metals whose bending forces are greater than the forces generated by the mass of the support frame and pad during accelerated movement are suitable. In one aspect, the fixed arm or a component thereof is formed from a metal including iron, tungsten, titanium, nickel, or chromium. The fixed arm metal can be formed or cast into one or more components. Other non-metallic materials can be shaped, cut-shaped, 3D printed, etc. Exemplary components include a fixed arm shaft, a fixed arm bracket, a fixed arm support, and a fixed arm mating bracket. Any combination of these components can be formed individually or as a single integrated piece. The method may include components for assembling the fixed arm or components for configuring the fixed arm for assembly.

[0089] Within frame 704, a support frame is formed. The support frame can be formed from any lightweight material, such as one with a density equal to or less than approximately 0.300 lb / in. 3 The materials used. In some aspects, the support frame or its components may be formed from metals including aluminum, magnesium, titanium, or beryllium. Similarly, these metals may be cast or cut into the support frame or individual components of the support frame. Other non-metallic materials may be molded, cut into shape, 3D printed, etc. The support frame may be formed as a single support frame component or as more than one support frame component to be assembled into a support frame. The method may include components for assembling the support frame or components for configuring the support frame for assembly.

[0090] In frame 706, a cushion is formed. The cushion is formed such that it is configured to attach to a support frame. That is, the cushion is formed uniformly with the support frame. The cushion can be formed from a natural or synthetic flexible material. An exemplary cushion is formed using a closed-cell synthetic material. Polyethylene and polyurethane are two materials that can be used to form the cushion. The cushion can be formed from one or more cushion elements. In the case of forming multiple cushion elements, the cushion elements can be configured to assemble into a cushion uniform with the support frame. To adjust the size of the cushion to conform to the support frame or to adjust the size of the cushion blocks, the cushion material elements can be cut into a certain shape. In another aspect, the cushion material is formed into this shape. One method is to cut the cushion into having recessed and raised areas that correspond to the recessed and raised areas of a load surface of a specific load type. The cushion can be formed using a blank of the load surface, a mold, a digital 3D representation, etc. The method may include attaching a pad to a support frame or configuring a pad attached to a support frame.

[0091] Generally, method 700 may include forming a fixing arm, a support frame, and a pad, or any combination of these components. For example, method 700 may include forming only a fixing arm, only a support frame, or only a pad. Method 700 may also include forming any combination of two of the fixing arm, support frame, or pad.

[0092] Throughout this disclosure, the terms “step” or “box” are used to denote different elements of the method employed. These terms should not be construed as implying any particular order between the steps disclosed herein, unless the order of the steps is explicitly stated.

[0093] The terms “above” and “below”, as well as other positional terms used throughout this disclosure, are intended to describe positions relative to the ground plane. For example, a component “above” is relatively far from the ground plane, while a component “below” is relatively close to the ground plane. Other positional actions such as “lift” and “lower” are also used relative to the ground plane.

[0094] The terms “connection,” “fitting,” “adhesion,” “fastening,” “fixing,” “joining,” and other similar terms used in this disclosure are intended to broadly describe joining components at joints. These terms do not imply any particular type of joining method unless explicitly stated otherwise. For example, these components can be joined at joints using permanent or reversible methods. That is, these components can be joined at joints such that they are permanently adhered to that location or they are releasably adhered to that location. Similarly, to aid in the description of the technique, some components have been shown as separate components joined together at joints. However, in practice, various components can be formed integrally, meaning that there may be no physical distinction between the individual components. Each of these terms is also intended to capture this integrally formed construction. For example, components can be “joined” at joints even where there are no physical differences or easily distinguishable differences between them.

[0095] The word “approximately” means ±10%. For example, approximately 2.0 means a range equal to or less than 2.2 and equal to or greater than 1.8. As another example, “approximately perpendicular” means a relative angle of 90° ±10%. Unless otherwise stated, “parallel” and “perpendicular” as used herein mean “approximately parallel” and “approximately perpendicular”, respectively.

[0096] Unless otherwise indicated, words such as “one” and “a” include both plural and singular forms. Thus, for example, the constraint of “feature” is satisfied when one or more features are present. Furthermore, the term “or” includes conjunctions, disjunctive words, and both (therefore, a or b includes a or b, as well as a and b).

[0097] The subject matter of this technology has been specifically described herein to meet legal requirements. However, the description itself is not intended to limit the scope of this disclosure. Rather, the inventors have considered that, in conjunction with other current or future technologies, the claimed or disclosed subject matter may also be embodied in other ways to include different steps or combinations of steps similar to those described herein.

[0098] As can be seen from the foregoing, this technology is well-suited to achieving all the aforementioned objectives and goals, including other advantages that are apparent or inherent to the structure. It should be understood that certain features and sub-combinations are useful and can be used without reference to other features and sub-combinations. This is contemplated by and within the scope of the claims. Since many possible embodiments of the described technology can be made without departing from the scope, it should be understood that everything described herein or illustrated in the accompanying drawings should be interpreted as illustrative rather than restrictive.

[0099] Exemplary aspects of the technology that can be practiced by this disclosure include:

[0100] Aspect 1: A ground vehicle for transporting a load, the ground vehicle comprising: a motor having a brake; a fixed arm coupled to the ground vehicle and movable between a first fixed arm position and a second fixed arm position, wherein the fixed arm transitions between the first fixed arm position and the second fixed arm position by actuation of the motor, and wherein the fixed arm is maintained in the second fixed arm position by the brake; a support frame coupled to the fixed arm on a first support frame side opposite to a second support frame side; and a pad-like object coupled to the support frame on the second support frame side.

[0101] Aspect 2: The ground vehicle according to aspect 1 further includes a load receiving area extending along a base plane, wherein the pad extends along a top plane parallel to and offset from the base plane.

[0102] Aspect 3: The ground vehicle according to any one of Aspects 1 to 2 further includes a load receiving area, wherein when the fixed arm is located at the first fixed arm position, the pad is spaced apart from the load receiving area by a first distance, and when the fixed arm is located at the second fixed arm position, the pad is spaced apart from the load receiving area by a second distance, the first distance being greater than the second distance.

[0103] Aspect 4: The ground vehicle according to any one of aspects 1 to 3, wherein the pad is removably coupled to the support frame.

[0104] Aspect 5: The ground vehicle according to any one of Aspects 1 to 4, wherein the fixed arm is formed of a metal including iron, tungsten, titanium, nickel or chromium, and wherein the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

[0105] Aspect 6: The ground vehicle according to any one of Aspects 1 to 5, wherein the motor is a stepper motor, and the controller of the stepper motor determines at least the position of the second fixed arm based on the torque experienced by the stepper motor.

[0106] Aspect 7: The ground vehicle according to any one of Aspects 1 to 6, wherein the cushion is formed of closed-cell foam.

[0107] Aspect 8. A load stabilizer configured for stabilizing a load transported by a ground vehicle, the load stabilizer comprising: a fixed arm; a support frame coupled to the fixed arm on a first support frame side, the first support frame side being opposite to a second support frame side; and a pad-like object removably coupled to the support frame on the second support frame side.

[0108] Aspect 9: The load stabilizer according to aspect 8, wherein the fixed arm includes a fixed arm shaft extending from a first fixed arm shaft end to a second fixed arm shaft end, the fixed arm shaft being coupled to the support frame at the first fixed arm shaft end, and the second fixed arm shaft end extending beyond the outer edge of the support frame.

[0109] Aspect 10: The load stabilizer according to aspect 9, wherein the first fixed arm shaft end is laterally connected to the fixed arm bracket, and the fixed arm bracket is connected to the support frame.

[0110] Aspect 11: The load stabilizer according to any one of aspects 8 to 10, wherein the support frame includes an open area surrounded by the outer edge of the support frame.

[0111] Aspect 12: The load stabilizer according to any one of aspects 8 to 11, wherein the pad is removably connected to the support frame using hook and loop fasteners.

[0112] Aspect 13: The load stabilizer according to any one of aspects 8 to 12, wherein the fixed arm is formed of a metal including iron, tungsten, titanium, nickel or chromium.

[0113] Aspect 14: The load stabilizer according to any one of aspects 8 to 13, wherein the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

[0114] Aspect 15: The load stabilizer according to any one of aspects 8 to 14, wherein the cushion is formed of closed-cell foam.

[0115] Aspect 16: The load stabilizer according to any one of Aspects 8 to 15, wherein the pad is equal to or less than two inches.

[0116] Aspect 17: A method of assembling a load stabilizer for stabilizing a load transported by a ground vehicle, the method comprising: attaching a fixed arm having a fixed arm shaft to a first support frame side of the support frame by fastening a fixed arm to a support frame at a first fixed arm shaft end, such that the fixed arm shaft extends from the first fixed arm shaft end to a second fixed arm shaft end, the second fixed arm shaft end extending beyond the outer edge of the support frame; and attaching a pad to a second support frame side of the support frame opposite to the first support frame side.

[0117] Aspect 18: According to the method of aspect 17, connecting the fixed arm to the support frame further includes fastening the fixed arm bracket to the first support frame side, the fixed arm bracket being laterally connected to the fixed arm shaft at the first fixed arm shaft end.

[0118] Aspect 19: The method according to any one of Aspects 17 to 18, wherein attaching the pad to the second support frame side includes using hook and loop fasteners to removably secure the pad to the second support frame side.

[0119] Aspect 20: The method according to any one of Aspects 17 to 19, wherein the fixing arm is formed of a metal including iron, tungsten, titanium, nickel or chromium, and the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

Claims

1. A ground vehicle for transporting loads, the ground vehicle comprising: Motors equipped with brakes; A fixed arm, comprising a fixed arm shaft having a first fixed arm shaft end and a second fixed arm shaft end, the second fixed arm shaft end being configured to engage with a shuttle of the ground vehicle, the fixed arm being movable between a first fixed arm position and a second fixed arm position, wherein the fixed arm transitions between the first fixed arm position and the second fixed arm position by the shuttle actuating the motor, and wherein the fixed arm is maintained in the second fixed arm position by the brake; a support frame connected to the fixed arm on a first support frame side opposite to a second support frame side, the support frame including a first support frame portion integrated with and perpendicular to the second support frame portion, the second support frame portion being connected to the fixed arm at the first and second fixed arm support ends of a fixed arm support, the second support frame portion extending parallel to the fixed arm support and perpendicular to the fixed arm shaft, the support frame including an open area defined by the first support frame portion perpendicular to the second support frame portion; and a pad-like object connected to the support frame on the second support frame side. And the load receiving area, which includes rollers.

2. The ground vehicle of claim 1, wherein the load receiving area extends along a base plane, and wherein the pad extends along a top plane parallel to and offset from the base plane.

3. The ground vehicle according to claim 1, wherein, When the fixed arm is in the first fixed arm position, the pad is spaced apart from the load receiving area by a first distance, and when the fixed arm is in the second fixed arm position, the pad is spaced apart from the load receiving area by a second distance, wherein the first distance is greater than the second distance.

4. The ground vehicle of claim 1, wherein the pad is removably coupled to the support frame.

5. The ground vehicle of claim 1, wherein the fixed arm is formed of a metal including iron, tungsten, titanium, nickel or chromium, and wherein the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

6. The ground vehicle of claim 1, wherein the motor is a stepper motor, and the controller of the stepper motor determines at least the position of the second fixed arm based on the torque experienced by the stepper motor.

7. The ground vehicle of claim 1, wherein the cushion is formed of closed-cell foam.

8. A load stabilizer configured to stabilize a load transported by a ground vehicle, the load stabilizer comprising: A fixed arm, comprising a first fixed arm bracket and a second fixed arm bracket, the first fixed arm bracket and the second fixed arm bracket being respectively connected to a fixed arm mating bracket and extending and connected to the fixed arm bracket in a non-parallel relationship, the fixed arm including a fixed arm shaft extending between the fixed arm bracket and the fixed arm mating bracket; a support frame connected to the fixed arm on a first support frame side, the first support frame side being opposite to a second support frame side, the support frame including a first support frame portion integrated with and perpendicular to the second support frame portion, the second support frame portion being connected to the fixed arm at the first fixed arm bracket end and the second fixed arm bracket end of the fixed arm bracket, the second support frame portion extending parallel to the fixed arm bracket and perpendicular to the fixed arm shaft, the support frame including an open area defined by the first support frame portion and perpendicular to the second support frame portion; and a pad removably connected to the support frame on the second support frame side.

9. The load stabilizer of claim 8, wherein the fixed arm shaft extends from a first fixed arm shaft end to a second fixed arm shaft end, the fixed arm shaft is connected to the support frame at the first fixed arm shaft end, and the second fixed arm shaft end extends beyond the outer edge of the support frame.

10. The load stabilizer according to claim 9, wherein the first fixed arm shaft end is laterally connected to the fixed arm bracket, and the fixed arm bracket is connected to the support frame.

11. The load stabilizer of claim 8, wherein the support frame includes an open area surrounded by the outer edge of the support frame.

12. The load stabilizer of claim 8, wherein the pad is removably attached to the support frame using hook-and-loop fasteners.

13. The load stabilizer of claim 8, wherein the fixed arm is formed of a metal including iron, tungsten, titanium, nickel or chromium.

14. The load stabilizer of claim 8, wherein the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

15. The load stabilizer of claim 8, wherein the cushion is formed of closed-cell foam.

16. The load stabilizer of claim 8, wherein the pad is equal to or less than two inches.

17. A method for assembling a load stabilizer for stabilizing a load transported by a ground vehicle, the method comprising: A fixed arm is formed by connecting a first fixed arm bracket and a second fixed arm bracket to a fixed arm mating bracket. The first and second fixed arm brackets extend in a non-parallel relationship and are connected to the fixed arm bracket. The fixed arm bracket is connected to a fixed arm shaft, which extends from the fixed arm bracket and to the fixed arm mating bracket. A support frame is formed by connecting a first support frame portion to a second support frame portion. The first support frame portion is integrated with and perpendicular to the second support frame portion. The support frame includes a support frame perpendicular to the second support frame portion via the first support frame portion. The support frame includes a first support frame side and a second support frame side, defined by an open area defined by a frame portion; the support frame is connected to the first support frame side at the second support frame portion of the support frame, the second support frame portion being connected to the fixed arm support at a first fixed arm bracket end and a second fixed arm bracket end; and a pad is formed, the pad being configured to be removably connected to the support frame at the second support frame side, the pad including a raised area and a recessed area, the raised area having a position corresponding to the position of the recessed load area, and the recessed area having a position corresponding to the position of the raised load area.

18. The method of claim 17, wherein the fixed arm shaft further includes a first fixed arm shaft end and a second fixed arm shaft end, the second fixed arm shaft end extending beyond the outer edge of the support frame.

19. The method of claim 17, wherein attaching the pad to the second support frame side comprises using hook and loop fasteners to removably secure the pad to the second support frame side.

20. The method of claim 17, wherein the fixing arm is formed of a metal including iron, tungsten, titanium, nickel or chromium, and the support frame is formed of a metal including aluminum, magnesium, titanium or beryllium.

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