System and method for scanning and tracking cargo for transport

Abstract

To provide systems, methods, and a non-transitory computer-readable recording medium for monitoring cargo that is loaded onto a vehicle.SOLUTION: A method of scanning a cargo unit loaded onto a cargo room of a transport vehicle using one or more sensors positioned thereon is provided. Signals from the sensors 30 are transmitted through a communication network to a control unit 50. The control unit determines a three-dimensional shape of the cargo unit based on the signals from the sensors. The control unit can also determines other aspects about loading and unloading processes to increase efficiency.SELECTED DRAWING: Figure 10

Description

[Technical field]

[0001] The present disclosure relates generally to monitoring cargo, and more particularly to a system for scanning cargo while it is being loaded onto a vehicle to determine the three-dimensional shape of the cargo. [Background technology]

[0002] Cargo may be shipped in a wide variety of configurations depending on the situation. Cargo may be packaged in containers and stacked on pallets or within the interior space of a shipping container. Some cargo, such as large industrial equipment that is not amenable to packaging in a container, is shipped separately without being packaged in a container. Other cargo has different shapes and sizes.

[0003] The goal in shipping cargo is to have high efficiency. Efficiency is the amount of cargo that can be shipped on a ship. A ship with high efficiency is more profitable than one with low efficiency.

[0004] One issue that affects efficiency is the amount of cargo loaded onto a container. Cargo should be loaded onto a container in a manner that maximizes the use of available space and minimizes gaps and other spaces. Because containers may not be evaluated before being loaded onto a ship, the efficiency of a loaded container can be difficult to determine.

[0005] Another issue that affects efficiency is the loading of cargo onto a vehicle. A vehicle has a limited amount of space available to hold cargo, such as the cargo bay of an aircraft and the interior of an on-road trailer. Cargo should be loaded to fill the available space and reduce the amount of unused space. Efficient loading of the vehicle can be a challenge due to the various shapes and sizes of cargo that is loaded onto the vehicle. Additionally, the space on the vehicle can have a variety of shapes and sizes. For example, the cargo bay of an aircraft may have one or more curved walls that fit the overall cylindrical shape of the aircraft's fuselage. Summary of the Invention

[0006] One aspect is directed to a system for monitoring the loading of a cargo unit onto a vehicle, the system comprising one or more sensors mounted on the vehicle and configured to scan the cargo unit, a communication network mounted within the vehicle and configured to transmit signals from the one or more sensors, and a control unit comprising processing circuitry configured to determine a three-dimensional shape of the cargo unit based on the signals from the sensors.

[0007] In another aspect, the one or more sensors include a first sensor and a second sensor each mounted on the transport body and spaced apart, the first sensor and the second sensor including different fields of view for simultaneously scanning different areas of the cargo unit.

[0008] In another embodiment, at least one of the sensors is mounted on a door of the transport and at least one of the sensors is mounted inside the transport and away from the door.

[0009] In another aspect, the control unit is configured to determine an efficiency of the cargo unit based on a three-dimensional shape of the cargo unit relative to an outer hull.

[0010] In another aspect, the control unit is configured to prevent loading of the cargo unit onto the transporter when the efficiency is below a predetermined amount.

[0011] In another aspect, the control unit is further configured to receive a first one of the signals from a first scan of the cargo unit taken at a first time and determine a first three-dimensional shape of the cargo unit based on the first one of the signals, receive a second one of the signals from a second scan of the cargo unit taken at a second time and determine a second three-dimensional shape of the cargo unit based on the second one of the signals, compare the first three-dimensional shape to the second three-dimensional shape, and determine that the cargo unit is damaged when the first three-dimensional shape differs from the second three-dimensional shape.

[0012] In another aspect, the control unit is further configured to determine an amount of free space within the cargo hold of the vehicle based on a three-dimensional shape of the cargo unit.

[0013] In another aspect, the control unit is further configured to determine where to position the cargo unit within the cargo hold of the vehicle based on a three-dimensional shape of the cargo unit.

[0014] In another aspect, the one or more sensors are LiDAR sensors.

[0015] One aspect is directed to a non-transitory computer-readable medium having stored thereon instructions that, when executed by a processing circuit of a control unit, configure the control unit to receive signals from a sensor mounted on a vehicle and configured to scan a cargo unit, determine a three-dimensional shape of the cargo unit based on the signals from the sensor, and determine a location for the cargo unit within a cargo hold of the vehicle based on the three-dimensional shape.

[0016] In another aspect, the control unit is further configured to determine an amount of unused space in the cargo hold after the cargo units are loaded, and determine an efficiency of the cargo hold based on the unused space.

[0017] One aspect is directed to a method of monitoring cargo loaded onto a vehicle, the method including scanning a cargo unit loaded onto the vehicle and determining a three-dimensional shape of the cargo unit based on the scanning.

[0018] In another aspect, the method further includes scanning the cargo unit while the cargo unit is moving through a door of the vehicle and into the vehicle.

[0019] In another aspect, scanning the cargo unit loaded onto the transporter further includes scanning the cargo unit from a first direction with a first sensor, scanning the cargo unit from a second direction with a second sensor, and determining a three-dimensional shape based on the scans from the first sensor and the second sensor.

[0020] In another aspect, the method further includes determining a hull of the cargo unit, determining a difference between the hull and the three-dimensional shape, and determining an efficiency of the cargo unit based on the difference.

[0021] In another aspect, the method further includes unloading the cargo unit from the vehicle prior to transportation when the efficiency is below a predetermined level.

[0022] In another aspect, the method further includes determining a location and size of a gap within the cargo unit according to a gap formed between an outer surface of the cargo unit and the outer shell.

[0023] In another aspect, the method further includes determining where to position the cargo unit within the cargo hold of the vehicle based on the three-dimensional shape.

[0024] In another aspect, the method further includes determining whether the cargo unit can fit into the cargo bay based on a three-dimensional shape of the cargo unit.

[0025] In another aspect, the three-dimensional shape of the cargo unit is a first three-dimensional shape, and the method further includes determining a second three-dimensional shape of the cargo unit as the cargo unit is being unloaded from the transporter, determining that the second three-dimensional shape differs from the first three-dimensional shape, and determining that the cargo unit has been damaged based on the difference.

[0026] The above-described features, functions, and advantages can be realized alone in various aspects or combined in yet other aspects, further details of which can be ascertained by reference to the following description and drawings. [Brief description of the drawings]

[0027] [Figure 1] FIG. [Diagram 2] 2 is a cross-sectional view of the transporter taken along line II-II of FIG. 1. [Diagram 3] FIG. 2 is a side view of the vehicle with wings removed for clarity and showing the cargo hold area within the vehicle. [Figure 4] FIG. 1 is a perspective view of a cargo unit including cargo items stacked on a container. [Diagram 5] FIG. 2 is a perspective view of a cargo unit. [Figure 6] FIG. 2 is a perspective view of a cargo unit. [Figure 7] FIG. 1 is a side view of the vehicle with wings removed for clarity and showing the capture system. [Figure 8] FIG. 1 is a schematic diagram of a sensor having a field of view that extends across a door leading into a vehicle. [Figure 9] FIG. 2 is a schematic diagram of a cargo unit positioned within a cargo bay. [Figure 10] FIG. 2 is a schematic diagram of a control unit. [Figure 11] FIG. 1 is a flow diagram of a method for scanning a cargo unit. [Figure 12] FIG. 1 is a perspective view of a cargo unit including individual pieces of luggage stacked together. [Figure 13]FIG. 1 is a flow diagram of a method for determining efficiency of a cargo unit. [Figure 14] FIG. 2 is a schematic diagram of the cargo hold space. [Figure 15] FIG. 1 is a flow diagram of a method for loading a cargo hold to increase efficiency. [Figure 16] FIG. 1 is a flow diagram of a method for determining whether a cargo unit has damage. [Figure 17] FIG. 1 is a flow diagram of a method for loading cargo onto a vehicle. [Figure 18] FIG. 2 is a flow diagram of a method for identifying cargo units and determining their location within a cargo compartment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0028] The present application is directed to a system and method for monitoring cargo loaded onto a transporter. One or more sensors are positioned and configured to scan the cargo unit. Signals from the sensors are transmitted over a communication network to a control unit. The control unit determines a three-dimensional shape of the cargo unit based on the signals from the sensors. The control unit may also determine other aspects related to the loading and unloading process to increase efficiency.

[0029] FIG 1 illustrates a vehicle 100 used to transport cargo. For purposes of illustration, the present application uses an aircraft as an example of the vehicle 100. The monitoring system may also be used with other types of vehicles 100. As shown in FIG 1, the aircraft 100 includes a fuselage 101 configured to hold cargo. One or more doors 105 lead to a cargo bay 110 formed inside the fuselage 101 and configured to hold cargo during flight.

[0030] FIG. 2 shows a cross-sectional view of the fuselage 101 including the cargo bay 110.

[0031] The cargo bay 110 is enclosed within the fuselage 101. The cargo bay 110 includes exterior walls 111 having one or more of a floor, a ceiling, and side walls. The walls 111 may be formed by the interior of the walls of the fuselage 101 or may be separate components positioned within the fuselage 101. The cargo bay 110 may include various shapes and sizes to hold a wide variety of cargo. The cargo bay 110 may be divided into smaller sections as needed. In one embodiment, the cargo bay 110 is divided into two lateral sections, including a starboard section and a port section. Some sections may also be divided along the length of the aircraft 100. FIG. 3 shows a schematic side view of the fuselage 101 with the wings removed for clarity. The cargo bay 110 is divided by walls 113 into various sections along its length, including a forward cargo section 110f and an aft cargo section 110a.

[0032] The cargo bay 110 holds cargo formed by one or more cargo units 120. The cargo units 120 may include containers 121 that support smaller packages 122. FIG. 4 includes a container 121 that is a pallet on which individual packages 122 are stacked. The individual packages 122 may include boxes, containers, etc. that hold cargo. Netting, ropes, wraps, etc. may extend around and hold the packages 122 on the container 121. FIGS. 5 and 6 include containers that extend around and form an enclosed interior space to hold cargo. The cargo units 120 may also include individual products, such as cars, machinery, etc., that are relatively large and shipped as units without containers. The cargo units 120 may have a variety of shapes and sizes that fit through the door 105 leading to the cargo bay 110.

[0033] The acquisition system 40 determines aspects related to the cargo unit 120 being loaded onto the vehicle 100. As shown in FIG. 7, the acquisition system 40 includes sensors 30 positioned to acquire one or more dimensions of the cargo unit 120. The acquisition system 40 also includes a control unit 50 that receives signals from the sensors 30 to handle the loading and / or unloading of the cargo unit 120. The sensors 30 may communicate with the control unit 50 through wireless and / or radio connections. In one embodiment, the communication network 60 includes a local area network that is part of the vehicle's communication system and / or a network that provides wireless connections to passengers in the cabin area. The communication network 60 may provide for wired or wireless transmission of signals between the sensors 30 and the control unit 50.

[0034] In one embodiment, the sensor 30 includes a camera that captures a visual image of the cargo unit 120. The sensor 30 may capture still or video images of the cargo unit 120. Other examples of the sensor 30 that sense the cargo unit 120 include, but are not limited to, infrared imaging devices, ultrasonic sensors, radar, sonar, LiDAR, and three-dimensional scanning.

[0035] The sensor 30 is positioned to detect the size of the cargo unit 120. The sensor 30 is positioned in the cargo bay 110, as shown in Figure 8, and / or in one or more doors 105 leading to the cargo bay 110, as shown in Figure 9. The sensor 30 has a field of view that provides for capturing the dimensions of the cargo unit 120 at various locations.

[0036] In one embodiment, a single sensor 30 is configured to detect a dimension of the cargo unit 120. In another embodiment, two or more sensors 30 detect dimensions together with the sensor 30.

[0037] The sensor(s) 30 may be portable so as to be positioned away from the vehicle 100. In one embodiment, the sensor 30 is a handheld unit carried by ground crew working with the cargo before it is loaded onto the vehicle. The sensors 39 may obtain information from the cargo unit 120 and identify the cargo unit 120 .

[0038] The sensor 39 may include different sensing technologies including, but not limited to, BLUETOOTH and barcode readers (e.g., conventional, QR). In one embodiment, the sensor 39 detects a signal from an RFID tag affixed to the container 121 or luggage 122. When the RFID tag passes through the field of the sensor 39, the sensor 39 detects a signal from the RFID tag. The signal includes identifying information about the cargo, such as a unique serial number or other customized information related to the cargo. The information is transmitted to the control unit 50, which uses the information to identify the cargo.

[0039] The control unit 50 determines the dimensional aspects of the cargo unit 120. As shown in FIG. 10, the control unit 50 includes a control circuit 51 and a memory circuit 52. The control circuit 51 controls the overall operation of the capture system 40 according to program instructions stored in the memory circuit 52. The control circuit 51 may include one or more circuits, microcontrollers, microprocessors, hardware, or combinations thereof. The memory circuit 52 includes a non-transitory computer-readable storage medium, such as a computer program product, that stores program instructions that configure the control circuit 51 to implement one or more of the techniques described herein. The memory circuit 52 may include various memory devices, such as, for example, read-only memory and flash memory. The memory circuit 52 may be a separate component as shown in FIG. 10 or may be incorporated into the control circuit 51. Alternatively, the control circuit 51 may omit the memory circuit 52, for example, according to at least some embodiments in which the control circuit 51 is dedicated and non-programmable.

[0040] The control unit 50 includes communication circuitry 53 that provides communication capabilities to the sensors 30. The communication circuitry 53 may provide one-way communication from the sensors 30, or two-way communication both to and from the sensors 30. The communication circuitry 53 may also provide communication with a remote monitoring node 150 that monitors the status of the cargo. The control unit 50 also communicates with other systems on the vehicle 100, such as a vehicle control system 49 that controls the operation of one or more larger functions of the vehicle 100. In one embodiment where the vehicle 100 is an aircraft, the vehicle control system 49 is a flight control system that controls the operation of the aircraft during flight.

[0041] 10, the communication circuitry 53 is incorporated into the control unit 50. In another embodiment, the communication circuitry 53 is a separate system that is operatively connected to and controlled by the control unit 50.

[0042] The user interface 54 allows a user to control one or more aspects of the capture system 40. The user interface 54 may include one or more input devices 56, such as, but not limited to, a keypad, a touchpad, a ballpoint pen, and a joystick. The user interface 54 may also include one or more displays 55 for displaying information to the passenger 140 and one or more input devices 56 for a user to input commands to the control circuitry 51.

[0043] The interrogation system 40 scans the cargo unit 120 during the loading process onto the vehicle 100. Scanning may occur at various times, including, but not limited to, when the cargo unit 120 moves through the door 105 and into the cargo bay 110, when the cargo unit 120 is in the cargo bay 110, and when the cargo unit 120 is on the ground prior to being loaded into the vehicle 100. The interrogation system 40 may scan the cargo unit 120 one or more times.

[0044] 11 illustrates a method for scanning a cargo unit 120. The cargo unit 120 is moved into the field of view of the sensor 30 (block 300). In one embodiment, this involves moving the cargo unit 120 to the sensor 30 (such as by moving the cargo unit 120 through the door 105 via a person or machine). In another embodiment, the sensor 30 is a handheld device where a user moves the sensor 30 to the cargo unit 120. In one embodiment, the cargo unit 120 is located on the ground adjacent to the vehicle 100 before it is then loaded and scanned.

[0045] The sensor 30 scans the cargo unit 120 (block 302). In one embodiment, this involves the sensor 30 taking a single scan (e.g., capturing a single image of the cargo unit 120 or performing a single RF scan of the cargo unit 120). In another embodiment, the sensor 30 takes multiple scans of the cargo unit 120. This may involve taking multiple images of the cargo unit 120 as it passes through the door 105, or moving the sensor 30 to different positions relative to the cargo unit 120 and capturing different images. The cargo unit 120 may be scanned by a single sensor 30 or from multiple sensors 30. The scans may occur simultaneously (e.g., multiple sensors 30 scan the cargo unit 120 from different directions at the same time) or over time (e.g., the sensor 30 scans the cargo unit 120 multiple times as the cargo unit 120 passes the sensor 30 during loading). The scans from the sensor 30 are sent to the control unit 50, which determines (block 304) the three-dimensional aspects of the cargo unit 120. In one embodiment, the sensor 30 is a 3D scanner that scans the cargo unit 120 and provides data to the control unit 50 to calculate size and shape.

[0046] The control unit 50 determines the dimensional aspects of the cargo unit 120. As shown in Figure 4, the dimensional aspects include height H, width W, and length L. The control unit 50 determines the overall shape of the cargo unit 120, as defined by the exterior surface. The cargo unit 120 can include a wide variety of different shapes and sizes, as shown in the examples of Figures 4, 5, and 6.

[0047] The control unit 50 determines the load efficiency of the cargo unit 120. The efficiency is calculated as the density of the cargo units 120 within a shell defined by height, width, and length. FIG. 12 shows a cargo unit 120 with high efficiency. The cargo unit 120 is formed by individual loads 122 stacked in a cubicle shape. The shell of the cargo unit 120 is defined by the planar dimensions of height, width, and length. The loads 122 are stacked efficiently such that each of the sides of the cargo unit 120 is substantially flat. FIG. 4 shows a cargo unit 120 with low efficiency. Gaps 123 are formed in the cargo unit 120 along one or more of the sides. The gaps 123 are wasted space that could be filled with cargo, thus reducing the efficiency of the cargo unit 120. This in turn reduces the overall efficiency of the vehicle 100 during transportation as the cargo bay 110 is not fully loaded. The control unit 50 may provide notifications indicating the efficiency of the cargo unit 120 and provide adjustment measures (e.g., adding more cargo to the cargo unit 120 or rearranging the loads 122 to increase efficiency).

[0048] Cargo units 120 may have an expected efficiency stored in information about the cargo unit 120. In one embodiment, this efficiency is provided by the shipping company that is shipping the cargo. The capture system 40 may reject cargo units 120 that have an efficiency below a predetermined amount. Rejected cargo units 120 are removed from the vehicle 100 or are not otherwise loaded. Personnel loading the vehicle 100 may add additional cargo, thus increasing the efficiency, and then load the updated cargo unit 120.

[0049] 13 illustrates a method for determining the efficiency of a cargo unit 120. The acquisition system 40 scans the cargo unit 120 (block 310). The control unit 50 determines the efficiency of the cargo unit 120 based on signals from one or more sensors 30 (block 312). The control unit 50 determines whether the efficiency is acceptable (block 313). In one embodiment, this includes determining whether the density of the cargo unit 120 exceeds a predetermined amount. In another embodiment, the control unit 50 determines the accepted efficiency of the cargo unit 120 which is stored in the memory circuit 52. When the scanned efficiency is substantially the same as the expected efficiency, the efficiency is acceptable.

[0050] If the efficiency is acceptable, the cargo unit 120 is acceptable for transportation (block 314). In one embodiment in which the cargo unit 120 is scanned during the loading process, the acceptable cargo unit 120 is loaded onto the vehicle 100. If the efficiency is not acceptable, the cargo unit 120 is not loaded onto the vehicle 100. To increase efficiency, additional cargo may be added to the cargo unit 120 (block 316). In an embodiment where this occurs during the loading process, the cargo unit 120 is not loaded onto the vehicle 100 until the additional cargo is added. If the cargo unit is already loaded onto the vehicle 100, the cargo unit 120 may be unloaded and additional cargo added. In one embodiment, the unloading occurs during the second leg of the transportation trip. For example, the cargo unit 120 is loaded onto the vehicle 100 and flown to the first waypoint. The cargo unit 120 is then removed from the vehicle 100 and additional cargo is added. The cargo unit 120 with higher efficiency is then loaded back onto the vehicle 100 and transported to the final destination.

[0051] The control unit 50 may determine the efficiency of the cargo hold 110. As shown in FIG. 14, the cargo hold 110 includes a space contained within an exterior wall. The efficiency of the cargo hold 110 is defined by the space that is filled by cargo. Higher efficiency occurs when more of the space is filled by cargo, while lower efficiency includes more open space within the space that is not filled by cargo.

[0052] Sensors 30 in the cargo hold 110 may sense the location of the cargo units 120 and the free space within the cargo hold 110. The control unit 50 receives the signals and determines the efficiency of the cargo hold 110. In one embodiment, the control unit 50 determines the shape and size of the free space within the cargo hold 110. The control unit 50 may scan the cargo units 120 to be loaded and determine if the cargo units 120 fit. The control unit 50 may also determine where the cargo units 120 should be positioned to increase the efficiency of the cargo hold 110.

[0053] 15 illustrates an embodiment for loading the cargo hold 110 to increase efficiency. One or more sensors 30 scan the cargo hold 110 (block 330). The control unit 50 receives the signal and determines the remaining free space in the cargo hold 110 (block 331). The control unit 50 then determines the efficiency of the loaded cargo hold 110 (block 332).

[0054] An unloaded cargo unit 120 is scanned (block 333). The control unit 50 determines the dimensions of the scanned cargo unit 120 and determines whether the cargo unit 120 will fit into the cargo bay 110 (block 334). If the control unit 50 determines that the cargo unit 120 can fit, the cargo unit 120 is loaded into the cargo bay 110 (block 336). In one embodiment, the control unit 50 may provide an indication of where the cargo unit 120 should fit to best increase efficiency. For example, the control unit 50 may determine the smallest spatial area of ​​free space within the cargo bay 110 that can accommodate the cargo unit 120. This positioning provides for the loading of the most cargo into the cargo bay 110 with the least amount of free space remaining.

[0055] If the control unit 50 determines that the cargo unit 120 does not fit into the cargo bay 110, the cargo unit 120 is not loaded (block 338). Personnel receiving this instruction may move the cargo unit 120 aside so as not to impede the loading of additional cargo.

[0056] The scanning process may also be used by control unit 50 to determine if there is damage to cargo unit 120. Control unit 50 determines if the shape of cargo unit 120 is different than expected and / or if the shape has changed since an earlier scan.

[0057] In one embodiment, the damage determination occurs before the cargo unit 120 is loaded onto the transport 100. FIG. 16 illustrates a method for determining whether the cargo unit 120 has damage. The cargo unit 120 is scanned by one or more sensors 30 (block 340) and the control unit 50 determines the shape of the cargo unit 120 (block 342). The control unit 50 then compares the shape to a previous shape (block 344). The previous shape may include a scan of the cargo unit 120 at an earlier time (for example, but not limited to, earlier in the shipping process or when the loads 122 are positioned in the container 121 to create the cargo unit 120). In another embodiment, the previous shape is an expected shape of the cargo unit 120 based on the shapes of the loads 122 contained in the cargo unit 120 and known instructions for forming the cargo unit 120. The shape may also include an expected shape based on the cargo itself (i.e., industrial machinery that is not otherwise packed into the container 121).

[0058] The control unit 50 determines whether the shapes are the same (block 346). If the shapes are the same, the control unit 50 determines that there is no damage (block 347). If the shapes are different, the control unit 50 determines that there is damage to the cargo unit 120 (block 348). The control unit 50 may determine the location of the damage to the cargo unit 120 and the extent of the damage. The location of the damage is based on a comparison of the two scans and the location of the differences in the scans. The amount of damage may be based on the extent of the difference in the shapes between the previous shape and the scanned shape. The greater the amount of difference, the greater the amount of damage.

[0059] In another embodiment, the control unit 50 determines whether the cargo unit 120 has been damaged while on the transport 100. The cargo unit 120 is first scanned when loaded onto the transport 100. The cargo unit 120 is then scanned again when unloaded from the transport 100. In one embodiment, the scans occur at the same location and with the same sensor or sensors 30. For example, scans occur when the cargo unit 120 is moving through the door 105 during both loading and unloading. The control unit 50 compares the two scans to determine whether they are the same. If the scans are the same, the cargo unit 120 was not damaged during transport. If the control unit 50 determines that the scans are different, the control unit 50 determines that the cargo unit 120 has been damaged. In one embodiment, the control unit 50 determines the location and extent of the change in the two scans to determine the extent of the damage.

[0060] The control unit 50 may further determine a weight of the cargo unit 120, which may include, but is not limited to, a known weight of the object provided by a manufacturer, or a weight determined by the scale at which the cargo unit 120 is constructed. In another embodiment, the cargo unit 120 estimates the weight of the cargo unit 120 based on the scan. The weight may be based on the shape and size, as well as the type of cargo contained within the cargo unit 120, which may be stored in a record associated with the cargo unit 120. Based on the determined weight, the control unit 50 may provide instructions to position the cargo unit 120 within the cargo bay 110. This positioning provides weight balance for the vehicle 100.

[0061] The control unit 50 may also determine a position for the cargo unit 120 on the vehicle 100 to provide load balancing. The position at which the cargo unit 120 is positioned within the cargo bay 110 is sensed by one or more sensors 30. The control unit 50 uses the weight and size of the cargo unit 120 as well as the dimensions of the cargo unit 120. FIG. 17 illustrates a method of loading cargo onto the vehicle 100. The control unit 50 monitors the position at which the cargo unit 120 is positioned within the cargo bay 110 (block 360). The position is compared to an expected position (block 362). In one embodiment, the expected position is determined from a load plan developed prior to the trip and stored in the memory circuit 52. If the position is correct, the cargo unit 120 remains in place and the loading process continues (block 363). If the cargo unit 120 is positioned within the cargo bay 110 at a position that deviates from the load plan, the control unit 50 provides a notification (block 364). The notification may be sent to one or more of the personnel loading the vehicle 100, the personnel operating the vehicle 100 (e.g., pilot, flight crew, driver), or the remote monitoring node 150. The notification is sent when the cargo unit 120 is positioned within the cargo bay 110. This prevents the cargo unit 120 from becoming blocked and immobilized within the cargo bay 110.

[0062] The control unit 50 may also determine the overall accuracy of the vehicle loading against the load plan. Figure 18 shows how the cargo units 120 are identified by the sensors 30 and their positions within the cargo bay 110 are determined (block 370). The positions of the cargo units 120 are compared against the load plan (block 372). A map is produced showing deviations between the load plan and the actual load (block 374). Before the vehicle departs on a trip, the map is sent to various personnel for review.

[0063] The map may include various criteria of the cargo units 120 based on information from the sensors 30. The criteria include, but are not limited to, dimensions, weight, and hazard determination. Sizing the cargo units 120 before they are blocked by other cargo units 120. The control unit 50 may also monitor the amount of discrepancy between the load plan and the actual loading. If the discrepancy exceeds a predetermined amount, the control unit 50 may notify personnel of the problem.

[0064] A cargo record 82 may be maintained at one or both of the control unit 50 and the remote monitoring node 150 during the transportation process. The record 82 may apply to individual cargo units 120, containers 121, and / or cargo packages 122. The record 82 may include information about the cargo, such as, but not limited to, shape, size, weight, and contents. The record 82 may also include any specific shipping instructions, such as an operating range for one or more environmental conditions (e.g., storage between 50 and 80 degrees Fahrenheit).

[0065] The system 40 may be used in a wide variety of vehicles 100, including, but not limited to, airplanes, ships, and cargo trailers for trains and trucks. In one embodiment, the system 40 is used in a passenger aircraft that includes a passenger cabin area for transporting passengers and a separate cargo hold 110.

[0066] The term "substantially" in connection with a quantity or measurement means that the recited characteristic, parameter, or value need not be achieved exactly. Rather, deviations or variations (including, for example, tolerances, measurement errors, measurement accuracy limits, and other factors known to those of skill in the art) may occur to an extent that does not eliminate the effect intended to be produced by the feature.

[0067] The present invention can, of course, be practiced otherwise than as specifically set forth herein without departing from the essential characteristics of the invention. The present examples are to be considered in all respects as illustrative and not limiting, and all changes which come within the meaning and range of equivalency of the appended claims are intended to be embraced therein.

Claims

1. A system for monitoring the loading of cargo units onto a transport vehicle, One or more sensors attached to the transport body and configured to scan the cargo unit, A communication network attached to the transport body and configured to transmit signals from one or more sensors, A control unit comprising a processing circuit configured to determine the three-dimensional shape of the cargo unit based on the signal from the sensor, A system equipped with these features.

2. The system according to claim 1, wherein the one or more sensors include a first sensor and a second sensor, each attached to the transport body and spaced apart from one another, the first sensor and the second sensor having different fields of view for simultaneously scanning different areas of the cargo unit.

3. The system according to claim 1 or 2, wherein at least one of the sensors is mounted on the door of the transport body, and at least one of the sensors is mounted inside the transport body, away from the door.

4. The system according to claim 1, wherein the control unit determines the efficiency of the cargo unit based on the three-dimensional shape of the cargo unit relative to the outer shell of the cargo unit.

5. The system according to claim 4, wherein when the efficiency is less than a predetermined amount, the control unit prevents loading the cargo unit onto the transport body.

6. The control unit, Receiving first signals from one or more sensors from the first scan of the cargo unit taken at the first time, Based on the first signal, the first three-dimensional shape of the cargo unit is determined, Receiving a second signal from one or more sensors from a second scan of the cargo unit taken at the second time, Based on the second signal, the second three-dimensional shape of the cargo unit is determined, Comparing the first three-dimensional shape with the second three-dimensional shape, When the first three-dimensional shape differs from the second three-dimensional shape, it is determined that the cargo unit is damaged. The system according to claim 4, further configured to perform the following:

7. The system according to claim 1, wherein the control unit determines the amount of empty space in the cargo compartment of the transport body based on the three-dimensional shape of the cargo unit.

8. The system according to claim 1, wherein the control unit determines where in the cargo compartment of the transport body the cargo unit should be positioned based on the three-dimensional shape of the cargo unit.

9. The system according to claim 1, wherein the one or more sensors are LiDAR sensors.

10. A non-temporary computer-readable medium, which, when executed by the processing circuit of a control unit, Receiving signals from sensors attached to the transport vehicle and configured to scan cargo units, Based on the signal from the sensor, the three-dimensional shape of the cargo unit is determined, Based on the three-dimensional shape, determine the location for the cargo unit within the cargo compartment of the transporter. A non-temporary computer-readable medium storing instructions that constitute the control unit to perform the following actions.

11. The control unit, After the cargo unit is loaded, the amount of unused space in the cargo compartment is determined, Based on the unused space, the efficiency of the cargo compartment is determined. A computer-readable medium according to claim 10, further configured to perform the following:

12. A method for monitoring cargo being loaded onto a transport vehicle, wherein the method is Scanning the cargo units loaded onto the transport vehicle, Based on the scan, the three-dimensional shape of the cargo unit is determined. Methods that include...

13. The method according to claim 12, further comprising scanning the cargo unit while the cargo unit is moving into the transport body through the door of the transport body.

14. The method according to claim 12 or 13, wherein scanning the cargo unit loaded on the transport body further includes scanning the cargo unit from a first direction using a first sensor, scanning the cargo unit from a second direction using a second sensor, and determining the three-dimensional shape based on the scanning from the first sensor and the second sensor.

15. To determine the outer shell of the cargo unit, The difference between the outer shell and the three-dimensional shape is determined, Based on the aforementioned differences, the efficiency of the cargo unit is determined. The method according to claim 12 or 13, further comprising:

16. The method according to claim 15, further comprising unloading the cargo unit from the transport body before transport if the efficiency is below a predetermined level.

17. The method according to claim 15, further comprising determining the position and size of the gap within the cargo unit, wherein a gap is formed between the outer surface of the cargo unit and the outer shell.

18. The method according to claim 12 or 13, further comprising determining where the cargo unit should be positioned within the cargo compartment of the transporter based on the three-dimensional shape.

19. The method according to claim 12 or 13, further comprising determining whether the cargo unit can fit into a cargo compartment based on the three-dimensional shape of the cargo unit.

20. The three-dimensional shape of the cargo unit is the first three-dimensional shape, and the method is When the cargo unit is being unloaded from the transport body, the second three-dimensional shape of the cargo unit is determined, Determining that the second three-dimensional shape is different from the first three-dimensional shape, Based on the discrepancy, it is determined that the cargo unit was damaged. The method according to claim 19, further comprising:

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