TRANSPORTER CARGO MANAGEMENT SYSTEM

Abstract

Transporter load management system (3), comprising: a generally rectangular transporter cargo space (7) with a floor (9) and opposite side walls (17, 19) which can accommodate a plurality of containers (23); a rear opening (21) allowing access to and exit from the loading space (7); and at least one stowage mechanism (27) arranged next to one of the side walls (17, 19) and suitable for picking up a selected container (23) from the loading space floor (9) and pulling the selected container (23) laterally towards a side wall into one of a plurality of stowed positions next to the side wall, stowing the selected container next to a side wall of the loading space (7) at a distance above the floor (9) and returning the selected container laterally from the stowed position to the loading space floor (9).

Description

[0001] This disclosure claims priority to U.S. Provisional Patent Application No. 63 / 244,030, filed September 14, 2021, which is incorporated herein by reference in its entirety. BACKGROUND

[0002] The use of courier services has increased dramatically in recent years. At a regional or local level, packages are typically loaded into vans or similar vehicles and taken to their destination. Sometimes, packages are placed on shelves or on the floor of the vehicle's bed. Alternatively, packages may be stored in individual containers that can be loaded and unloaded from the vehicle for transport. The use of multiple rolling carts or trolleys to hold logically grouped packages is a valuable alternative to loosely stacked or stored packages. The use of wheeled storage carts eliminates the need for a separate hand truck that must be manipulated to hold non-wheeled containers for removal from the vehicle.For example, packages destined for a single destination or multiple destinations within a relatively close geographic area, such as a city block or a section of a street, can be grouped together in a trolley. Each trolley can be locked or otherwise secured so that only one delivery person has access to the packages contained within the trolley. This feature provides security against theft and minimizes other delivery problems resulting from confusion in delivery instructions or execution.

[0003] With modern technologies, each parcel can also be electronically identified and tagged with a large amount of information. Radio Frequency Devices (RFD) or other wireless technologies can be used for this purpose. This allows verification when loading the trolleys that each parcel is placed in the correct trolley. Furthermore, the delivery truck driver or another designated person riding in the truck can quickly compare the parcel's destination with the parcel in their trolley, enabling them to retrieve the parcel at the appropriate stop.

[0004] In certain circumstances, it may be useful to remove an entire trolley or group of trolleys from the van and roll them to a final destination or series of destinations. The geometries of the van beds naturally determine the number of trolleys that can be accommodated at any given time. A system for moving the trolleys within the load space is also required so that a suitable trolley or group of trolleys can be unloaded at any given time. The trolleys can be shuffled around so that the selected trolley can be removed from a door of the vehicle. Such doors are usually located on the sides or rear of the vehicle. Although such systems are useful, they are limited by the available floor space, which in turn is restricted by the wheel arches inside the vehicle.Depending on the number of trolleys in the cargo area of ​​a van, it can also be more or less complicated to move the trolleys to free up a desired trolley. If the trolleys are packed so tightly that there's no room to move them inside the van, one or more trolleys would have to be removed from the van to allow the remaining trolleys to be moved.

[0005] DE 18 06 095 A describes a device for transporting unpackaged liquids by means of a transport platform and a tank designed to receive and dispense the liquid, arranged on the platform and supported by the platform, a device for raising the empty tank to an upper position above the platform, and means for holding the tank in the upper position. A loading space is created between the platform and the bottom of the tank. DE 299 05 790 U1 describes a vehicle-mounted device for loading and unloading a transport vehicle for multiple containers, comprising at least two horizontal conveyors arranged one above the other and having a drive means, and a front and a rear vertical conveyor.GB 2 375 095 A describes an apparatus for use in the transport of goods in relation to a goods storage area defined by a base or floor, side walls, a roof, an end wall and at least one opening in the end or side walls through which goods can be loaded into and unloaded from the goods storage area. The apparatus comprises support means mounted in the goods storage area and selectively extendable beyond the goods storage area through the at least one opening. Mounted on the support means is movement means movable into a plurality of selectable positions on the support means and on which is mounted an at least partially rigid assembly comprising lifting means for lifting the goods to be loaded and unloaded.US 2016 / 0 272 469 A1 describes a system for handling and storing beverage containers in a storage space, comprising a support structure, a lifting motor operatively connected to the support structure and movable via the support structure along a length and width of the storage space, and a lifting element operatively connected to the lifting motor. DE 10 2022 105 872 A1 describes a modular conveyor system for delivering cargo, comprising a vehicle, a cargo space with multiple shelves, a memory, and a processor. SUMMARY

[0006] Accordingly, it would be useful to provide a cargo management system for vans that optimizes the number of containers or trolleys to be transported while facilitating the selection and removal of a selected container or trolley, or group of containers or trolleys, from the van and their exchange. Although the term "van" is used here, such a cargo management system would be useful in a variety of vehicle applications, including box vans, cube vans, moving vans, and the like.

[0007] In a primary aspect of the invention, a series of docking stations for stowing containers or trolleys is provided along at least one side of the cargo space of the transporter, and a corridor is provided for loading and unloading containers or trolleys individually or in groups from the rear of the transporter. Preferably, the docking stations are automated.A transportation cargo management system includes a generally rectangular van cargo space having a floor and opposing side walls adapted to receive a plurality of containers, a rear opening permitting access to and egress from the cargo space, and at least one stowage mechanism disposed adjacent one of the side walls and adapted to receive a selected container from the cargo space floor, pull the selected container laterally toward a side wall into one of a plurality of stowed positions adjacent the side wall, stow the selected container adjacent a side wall of the cargo space at a distance above the floor, and return the selected container laterally from the stowed positions to the cargo space floor.

[0008] In a further aspect of the invention, the interference with the storage and retrieval of containers or trolleys caused by the wheel arches of vans or other vehicles is eliminated. This is achieved by providing motorized mechanisms that engage and raise the trolleys above the level of the wheel arches for stowage in the docking stations, maximizing the available storage space over that available on the cargo hold floor. Individual containers or trolleys can remain in the docking stations until needed. The mechanisms can engage and raise all containers or trolleys above the level of the wheel arches, or only those located near the wheel arches.One advantage of stowing all containers or trolleys above the floor level of the cargo hold is better access to the containers or trolleys by the operating personnel, especially when a single package or a limited number of packages are to be removed from them for delivery.

[0009] Another aspect is that the trolleys are loaded and unloaded from the rear of the vehicle. The trolleys move along a corridor in the cargo space, eliminating the need to move the trolleys to select one or more for removal from the vehicle. For trolleys housed in docking stations on both sides of the cargo space, a central corridor is optimal.

[0010] Another aspect is that the trolleys can be locked and secured when stowed, thus minimizing both the risk of theft of packages locked inside the trolley and the risk of unauthorized removal of the trolleys themselves. This means that the rear door can be eliminated and the trolleys can be loaded and unloaded through an open portal. One or more inclined ramps can be used for loading and unloading. Alternatively, a lifting platform can be used, which moves vertically from the floor of the cargo area down to the ground or up to a higher loading area and back again. The ramp(s) or lifting platform(s) can be operated manually, although motorized operation is preferable to reduce the need for operator involvement.

[0011] Another aspect is that one or more rear doors may be present. These doors can function as standard or be modified to function as a door or doors and, alternatively, as a ramp or ramps.

[0012] In another aspect, the containers or trolleys are provided with an electronic identifier or label that allows the vehicle operator operating a controller to select the container or trolley(s) corresponding to a delivery location or group of delivery locations, retrieve the container or trolley(s) from a stowed position, and place the container or trolley(s) into the corridor for removal. For containers or trolleys stowed on either side of the cargo space, the corridor is preferably located in the center to allow released containers or trolleys to pass between rows of containers or trolleys stowed in docking stations.

[0013] With regard to the electronic identification of individual packages and containers or trolleys, a control unit can be mounted in the driver's cab of the delivery van, allowing the driver or another operator to select packages or one or more containers for release for delivery. The process of releasing containers from their stowed positions can be initiated from the cab. Alternatively, or additionally, the control unit can be mounted at the rear of the delivery van so that the operator can visually check whether the door(s) can be opened or the ramp(s) can be extended. Alternatively, the control unit can be handheld and carried by the operator.

[0014] Another aspect is that a container or trolley can be preselected for removal from the storage space while driving, but remains secured until the transporter is stopped and put into park mode, at which point it is unsecured for removal from the transporter. A group of containers or trolleys can also be preselected in this way.

[0015] In another aspect, a safety interlock system may be employed to ensure that all containers or trolleys are securely stowed before the van can be set in motion. This system may control the van's gearshift to prevent engagement of drive mode until electronic verification has been provided that all containers or trolleys are securely stowed.

[0016] In another aspect, guidance means such as magnetic strips can be attached to the floor of the cargo area and to the ramp(s) at the rear of the van, which can communicate with sensors attached to the underside of the trolleys. The trolleys can be equipped with electric motors and move in and out of the van at a controlled speed, guided by the guidance means. In this way, the trolleys can be loaded and unloaded from the van without the assistance of an operator once they are in the correct position and communicate with the guidance means. The trolleys can be precisely positioned within the van's storage area using the trolley stowing and releasing mechanisms. Outside the van, an operator must position the trolleys near the guidance device; alternatively, the trolleys can be guided by remote control.

[0017] Another aspect is that the control unit can be remotely controlled and operated away from the delivery truck, allowing the entire loading and unloading process to be controlled remotely. This is especially useful for autonomous vehicles where no human driver or operator is present.

[0018] Another aspect is that the containers or trolleys are secured in their stowed position by locking arms that may extend along the sides of the containers or trolleys, above them, or above both.

[0019] Further aspects of the invention are apparent from the accompanying figures and the associated descriptions. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of a truck showing the interior of a cargo area. Fig. Figure 2 is a perspective view of the box van showing the movement of containers in the cargo space, with an enlargement of a control panel located in the cab of the van. Fig. Figure 3 is a perspective view of a truck showing the use of the rear doors as a ramp and a control panel located next to a rear opening. Fig. Figure 4 is a perspective view from the rear of a delivery truck showing that the dual-action doors and ramp are extended and that an operator is accessing the contents of a container stowed in the cargo area. Fig. Figure 5 is a partial perspective view of a cargo area from the rear of a delivery truck, showing a driver in the cab and an open access to the cab. Fig. Figure 6 is a partial perspective view of a cargo area from the rear of a delivery truck, showing enclosed access to the cab and three stowed containers per side. Fig. 7 is the view of Fig. 6, which shows a stowage mechanism module that triggers the release of a stowed container. Fig. 8 is the view of Fig. 6, showing the container partially deployed by the stowage mechanism module. Fig. 9 is the view of Fig. 6, which shows the container lowered to the ground. Fig. Figure 10 is a rear view of a delivery truck showing the rear doors closed and an operator accessing a control panel. Fig. 11 is the view of Fig. 10 with a single container placed on the floor in a central corridor, with the doors partially used as a ramp. Fig. 12 is the view of Fig. 11, where the doors are fully extended as a ramp. Fig. 13 is the view of Fig. 12 with partially extended flaps at both ends of the ramp. Fig. 14 is the view of Fig. 13 with fully extended flaps at both ends of the ramp. Fig. 15 is the view of Fig. 14 with a container extending from the position of Fig. 11 moved towards the ramp. Fig. 16 is the view of Fig. 14 with a container located on the ramp. Fig. 17 is the view of Fig. 14 with a container near the end of the ramp. DETAILED DESCRIPTION

[0020] Although this invention can be applied to various vehicles, the typical application is in a van (truck). A delivery van (1) is equipped with a cargo management system (3). A typical delivery van consists of a driver's cab (5) and a cargo space (7). In particular, in autonomous vehicles, a driver's cab (5) can be omitted and the cargo management system (3) can be remotely controlled or autonomous. The cargo space (7) of the van generally has a rectangular base, although the base can also be square or another shape suitable for the cargo management system (3) described here. The cargo space (7) is bounded by a floor (9), a roof (11), a front wall (13), a rear wall (15) and side walls (17, 19). In a preferred embodiment, the rear wall (15) is provided with a rear opening (21) to allow access to the cargo space (7).The cargo space (7) is designed to accommodate several containers (23). In a preferred embodiment, at least two containers (23) are designed to be stowed longitudinally next to each side wall (17, 19).

[0021] As in Fig. As shown in Figure 1, three containers (23) per side may be optimal for certain load compartment lengths (7), although the cargo management system (3) allows any suitable number of containers (23) per side. Depending on the type of cargo to be transported, the containers (23) can be larger or smaller. Typical cargo includes, for example, parcels (41) or exclusively parcels. Furthermore, vehicles with shorter or longer wheelbases can be used, depending on the desired purpose, available parking space, etc.

[0022] When the containers (23) are stacked against the side walls (17, 19), a central aisle (25) remains between the stacked containers (23). The central aisle (25) allows loading and unloading of the containers (23) and access to the containers (23) by a vehicle driver or other persons. Each container (23) is held against the side walls (17, 19) and moved into and out of the corridor (25) by means of a stowage mechanism (27).

[0023] A typical delivery van (1) has four wheels (26), although other wheel configurations are possible. Part of each wheel (26) generally protrudes above the level of the floor (9) of the load compartment (7). The wheels (26) are partially housed in wheel arches (31) that separate the wheels (26) from the load compartment (7). Therefore, near the wheels (26), the floor (9) is obscured by the wheel recesses (31), making it impossible to position containers close to the side walls (17, 19) at the level of the floor (9) where the wheel recesses (31) are located.

[0024] Accordingly, the stowage mechanism (27) is designed to engage a container (23) resting on the floor (9), lift the container (23) to a point above the wheel arches (31), and pull the container (23) into a stowed position adjacent to a side wall (17, 19). The stowage mechanism (27) may consist of multiple stowage mechanism modules (27a to 27f). A separate stowage mechanism module (27a to 27f) may be provided for each container (23), or a single stowage mechanism (27) may move all containers at once, capturing or releasing only the desired container(s) (23). It is obvious that it is more energy-efficient to move only a single container (23) at a time than to move all containers (23) each time a container (23) needs to be stowed or retrieved. As a rule, only one container (23) is stowed at each stowage module (27a to 27f).The direction of movement of a container (23) laterally in the aisle (25) and then longitudinally to the rear in the storage space (7) is indicated by the arrows (A, B) in . Fig. 2. The driving force for moving the containers (23) into and out of their stowed position is usually provided by electric motors.

[0025] The function of a representative storage module (27d) is described in the Fig. 6 to 9. In Fig. 6, a container (23) is stored on a side wall (17) above the wheel house (31) and is prevented from moving by a cap (28) that encloses part of the upper part of the container (23). As in Fig. 7, to release the container (23), the cap (28) is rotated upwards and backwards about a joint adjacent to the side wall (17) until the container is free and can move towards the aisle (25). As shown in the Fig. 8 and Fig. As shown in Figure 9, the container (23) is moved laterally into the aisle (25) by a linkage mechanism (30) and then lowered to the level of the floor (9). Each storage module (27a to 27f) includes a cap (28) and the linkage mechanism (30). The container (23) can rest on a platform or be grasped and released by the arms of the linkage (30).

[0026] However, if the containers (23) are sufficiently large, the stowage mechanism (27) can be configured to stack multiple containers at each individual stowage mechanism module (27a to 27f). For example, it may be desirable to stow two containers (23) at each of these stowage mechanism modules (27a to 27f); one container (23) will be stacked on top of the other container (23) when both are stowed. Since a container (23) must be located on the floor (9) in the corridor (25) adjacent to a stowage mechanism module (27a to 27f) in order to be engaged, lifted, and stowed, typically only a single container (23) will be moved by a single stowage mechanism module (27a to 27f) at a time. Multiple containers (23) can be placed in the corridor (25) and simultaneously engaged by individual stowage mechanism modules (27a to 27f).For example, in a configuration allowing the stowage of three containers (23) per side and in which three containers (23) are arranged longitudinally on the floor (9) in the corridor (25), two stowage mechanism modules (e.g. 27a and 27b or 27b and 27c or 27a and 27c) can stow two containers on one side of the cargo space (7), while one stowage mechanism module (e.g. 27f, 27d or 27e) can simultaneously stow one container (23) on the opposite side of the cargo space (7). Alternatively, the three containers (23) can also be stowed separately and one behind the other. Similar considerations apply to the removal of containers from the stowage space to place them on the floor (9) in the aisle (25). Any suitable combination of simultaneous stowage and removal of containers (23) is permitted as long as the containers (23) do not compete with each other for space on the floor (9) in the aisle (25).

[0027] The arrangement of containers (23) next to the side walls (17, 19) of the loading space (7) with a central longitudinal corridor (25) is suitable for accessing the storage space (7) from the rear of the van (1) through a rear opening (21) in the rear wall (15). To prevent unwanted access to the loading space (7) and for safety reasons, the rear opening (21) is typically provided with one or two doors (29). A single door (29) can swing sideways to reveal the rear opening (21). An extendable ramp can be provided at the rear of the van (1) to facilitate the loading and unloading of containers (23). Preferably, the door or doors (29) can be folded down to serve as a ramp or ramps. The arrows (C, D) in Fig. 3 illustrate the direction of movement of the doors (29), which open to serve as a ramp. In Fig. 4 shows an extended ramp, while the Fig. 10 to 14 show the extension of the ramp. Such a double-acting door and ramp system is described in application PCT / CA2022 / 051081, filed jointly with the applicant. At both ends of the ramp, flaps (32a, 32b, 32c, 32d) are mounted to close gaps between the floor (9) of the van and the doors (29), as well as between the doors (29) and the floor, or depending on the loading and unloading conditions. Alternatively, a lifting platform can be used to lower the containers (23) from the height of the floor (9) to ground level or another suitable loading level.

[0028] Preferably, containers (23) on wheels, as in the Fig. 12 to 17, are used to facilitate the movement of the containers (23) into and out of the storage space (7). Unpowered containers (23) on wheels can be rolled into and out of the storage space (7) by an operator. Powered roll containers (23), controlled locally by a human operator, remotely by a remote operator, or autonomously, offer the advantage of ease of loading and unloading of containers and the possibility of remote control. An electrical or magnetic strip or array of sensors (35), preferably located on or about the centerline of the corridor (25), may be employed, along with suitable electrical, magnetic, or EMF sensors (37) adjacent to the floor (33) of each container (23), to control the movement of the containers (23). This movement may be controlled by a controller (39).The control unit (39) can be mounted in the cab (5) or at the rear (1c) of the transporter (1) to facilitate on-site control by the driver. The control unit (39) can also be incorporated into a portable device, allowing an operator to control the movement of the containers (23) from any location near the delivery truck (1). Alternatively, the control unit (39) can also be remotely controlled by an operator at a central location, which is particularly useful for autonomous vehicles.

[0029] Typically, each container (23) contains several individual packages (41), which are advantageously loaded into the container (23) at a central location, e.g., a depot. The packages (41) can also advantageously be grouped according to geographical destination, so that a container (23) can be unloaded from the delivery truck (1) and then opened to enable the delivery of the individual packages (41). Each package (41) can advantageously be provided with an electronic or electromagnetic identification means, such as RFID. Each container (23) can also advantageously be provided with an electronic or electromagnetic identification means (43), such as RFID. In this way, the identification and tracking of each container (23) and each package (41) is facilitated.Alternatively, the containers (23), but not the packages (41), may be electronically identified in this way, or vice versa. A container (23) may be automatically selected for release onto the load compartment floor (9) upon arrival at the delivery location. The arrival signal may be triggered automatically by GPS data, by an on-site or remote operator detecting arrival at an address, or by other suitable means such as RFID tags or other electronic, magnetic, or electromagnetic devices located along a standard delivery route and detected by a device on or in the delivery van. Systems may be provided to ensure that the containers (23) may only be moved when the delivery van is stopped, or that the delivery van may only be moved when the containers (23) are securely stowed.For example, the system may require the transmission to be placed in "Park" mode before initiating movement of the containers (23) from the storage area. Conversely, the signal that all containers (23) are safely stowed may be made a prerequisite for shifting the transporter's transmission into "Drive" mode.

[0030] Although an operator may be present to secure the contents of the cargo space (7), the containers (23) are usually locked until their contents, ie the packages (41) or other cargo, need to be accessed. An operator removing a package (41) from a container (23) is Fig.4. However, in autonomous vehicles, where a human operator is not constantly present, it is even more important that the containers (23) remain locked until needed. In the case of an automated delivery truck (1), a container (23) that has been stowed during travel is unloaded at a selected stopping point. At this point, it is picked up by a human deliverer who can access the contents by opening the locked container (23), or the container can be unlocked remotely, allowing the human deliverer less discretion, which can increase the security of the load. Alternatively, a container (23) unloaded from a cargo hold (7) can be handed over to an autonomous or remotely operated delivery device, such as a truck, trolley, wagon, or helicopter.

[0031] In some cases, it may be desirable for an operator to be able to access the contents of a container (23) while it is stowed in order to remove a single package (41) or a small number of packages (41). In this case, the operator may enter the cargo space (7) through the rear opening (21). Alternatively, passage from the cab (5) may be permitted through the front wall (13). The passage may be a permanent opening, as shown, or an opening provided with a cab access door (not shown). Normally, the operator would use the remote control (44) or a special key or fob to unlock a selected container (23) and then relock the container (23).

[0032] To ensure that the containers (23) are not damaged or pose a safety risk during transport, as already mentioned, a safety interlock system may be used to ensure that all containers (23) or trolleys are safely stowed before the van (1) can be set in motion. This system may control the van's gearshift to prevent engagement of drive gear until electronic confirmation is provided that all containers or trolleys are safely stowed. Conversely, an electronic signal may be required that the van's gearshift has been switched to park mode before the containers (23) can be moved from a stowed position.

[0033] Although a particular arrangement of components is disclosed in the illustrated embodiment, other arrangements may also benefit from the present invention. Although particular sequences of steps are shown, described, and claimed, the steps may be performed in any order, separately, or in combination, unless otherwise specified, and the benefits of the present invention will be retained.

[0034] Although the various examples include specific components shown in the figures, embodiments of the present invention are not limited to these specific combinations. It is possible to use some of the components or features from one of the examples in combination with features or components from another of the examples.

[0035] Although an embodiment has been disclosed, one of ordinary skill in the art would recognize that certain modifications would fall within the scope of the claims. Therefore, the following claims should be examined to determine their true scope and content.

Claims

[1] Transporter load management system (3), which includes: a generally rectangular transporter cargo space (7) with a floor (9) and opposite side walls (17, 19) which can accommodate a plurality of containers (23); a rear opening (21) allowing access to and exit from the loading space (7); and at least one stowage mechanism (27) arranged next to one of the side walls (17, 19) and suitable for picking up a selected container (23) from the loading space floor (9) and pulling the selected container (23) laterally towards a side wall into one of a plurality of stowed positions next to the side wall, stowing the selected container next to a side wall of the loading space (7) at a distance above the floor (9) and returning the selected container laterally from the stowed position to the loading space floor (9). [2] Transporter load management system (3) according to claim 1, wherein the at least one stowage mechanism (27) is designed to raise the selected container (23) from the load compartment floor (9) to a height above the inner wheel arches (31) in the load compartment (7) and to stow the selected container at this height. [3] Transporter cargo management system (3) according to claim 2, wherein the at least one stowage mechanism (27) comprises a stowage mechanism on each side of the cargo space (7). [4] Transporter cargo management system (3) according to one of claims 1 to 3, further comprising a central corridor (25) which facilitates the loading and unloading of containers (23) into and from the cargo space (7). [5] Transporter cargo management system (3) according to claim 3, further comprising a plurality of containers (23), each stowage mechanism (27) comprising a plurality of stowage mechanism modules (27a to 27f), each stowage mechanism module being suitable for stowing and releasing a selected container (23) of the plurality of containers. [6] A transporter cargo management system (3) according to claim 5, further comprising at least one locking mechanism and at least one linking mechanism for each container (23) arranged to move the container (23) into the stowed position, to hold the container in the stowed position and to release the container (23) from the stowed position. [7] Transporter cargo management system (3) according to one of claims 1 to 6, further comprising a ramp or a lifting platform mounted adjacent to the rear opening (21) to facilitate the entry and exit of containers (23) into and from the cargo space (7). [8] Transporter load management system (3) according to one of claims 1 to 6, wherein the containers (23) comprise trolleys provided with wheels. [9] Transporter cargo management system (3) according to claim 1, wherein the containers (23) are provided with a wireless identification means (43) to facilitate the selection of a stowed container for release on the load compartment floor (9) at a delivery location. [10] A transporter cargo management system (3) according to claim 9, wherein each container (23) is individually and automatically selected for release by an arrival signal triggered by one or more GPS data and fixed electronic, magnetic or electromagnetic devices along a standard delivery route. [11] Transporter cargo management system (3) according to claim 1, wherein the containers (23) are suitable for receiving packages (41). [12] Transporter cargo management system (3) according to claim 11, wherein the packages (41) are provided with a wireless identification means (43) to facilitate the selection of a package (41) in a stowed container (23) for release. [13] A van load management system (3) according to claim 1, further comprising at least one rear door (29) which can be closed and locked to prevent access to the cargo space (7) from outside the van (1) and can be unlocked and opened to facilitate the loading and unloading of containers (23). [14] Transporter load management system (3) according to claim 13, wherein the at least one rear door (29) also functions as a ramp. [15] A van load management system (3) according to any one of claims 1 to 14, further comprising a controller located inside the van (1), mounted on the outside of the van, handheld or remotely operated for controlling the release of one or more containers (23) comprising wheeled trolleys from a stowed position. [16] Transporter load management system (3) according to one of claims 1 to 15, wherein at least one container (23) is automatically selected for release on the loading space floor (9) upon arrival at the delivery location. [17] Transporter cargo management system (3) according to one of claims 1 to 16, further comprising floor guide means on the floor (9) and corresponding container guide means on the containers (23) which electromagnetically sense or communicate with each other to facilitate the positioning of the containers (23) during the entry and exit of the containers (23) from the transporter space. [18] Transporter load management system (3) according to one of claims 1 to 17, further comprising a safety interlock system comprising at least one of the following requirements: requesting a signal for the parking mode of the transporter to enable the release of containers (23) from stowed positions, and requesting a signal that all containers are safely stowed to enable the engagement of a drive mode of the transporter.

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