Cargo handling system for loading / unloading cargo of a vehicle and a vehicle comprising such a system

Abstract

The present disclosure provides a cargo handling system (200) for loading and / or unloading cargo (130) to / from a cargo platform (110) of a vehicle (100). The system comprises at least one displacement carrier (141, 142) arranged at one of two sides (101, 102) of the vehicle (100), configured to displace the cargo (130) between the cargo platform (110) and a laterally displaced position (171, 172) outside the vehicle (100). An elevator unit (210) is configured to move laterally between a transportation position under the cargo platform (110) and the laterally displaced position (171 , 172). A laterally extending supportive structure (150) is arranged at a chassis section of the vehicle (100) under the cargo platform (110).

Description

This document relates to a cargo handling system for vehicles, and more particularly to a cargo handling system for loading and / or unloading cargo to / from a cargo platform of a vehicle according to the appended independent claim.BACKGROUNDIn today's logistics and delivery industry, efficient cargo handling and unloading are critical for streamlining operations and reducing costs. Traditional cargo delivery vehicles typically rely on rear-mounted tailgates or forklifts to load and unload goods. These systems are often time-consuming and labour-intensive, requiring multiple personnel to operate safely and effectively.The use of rear-mounted tailgates presents several challenges in urban environments and areas with limited space. Delivery vehicles must often park in a way that allows sufficient clearance behind the vehicle for the tailgate to operate, which can be problematic on narrow streets or in congested areas. Additionally, unloading from the rear of the vehicle may not always be possible or practical, especially when deliveries need to be made to both sides of a one-way street.Current cargo handling systems also typically require significant human intervention. This reliance on manual labour not only increases operational costs but also introduces potential safety risks and limits the efficiency of the delivery process. As the demand for faster and more frequent deliveries continues to grow, particularly in the e-commerce sector, these limitations become increasingly apparent.Furthermore, existing cargo handling solutions are often inflexible, designed to work primarily from one side or position of the vehicle. This lack of versatility can lead to inefficiencies in route planning and delivery execution, as vehicles may need to make multiple stops or reposition themselves to accommodate different unloading scenarios.The loading / unloading of cargo also introduces an ergonomic challenge for the driver, depending on the type and weight of the cargo to be delivered.Autonomous vehicles represent a promising technical development. However, to take full advantage of the autonomous vehicle for delivery of cargo, it would be desired to find a way to load and / or unload cargo autonomously without human intervention.It is appreciated that a flexible and automated cargo handling system would be desired that overcomes one or more of these problems.SUMMARYIt is therefore an object of this invention to solve, or at least alleviating, at least some of the above-mentioned drawback(s). In particular, it would be desirable to improve loading / unloading of cargo to / from a vehicle. To better address this concern, a cargo handling system and a vehicle having the features defined in the independent claims are provided.According to a first aspect, this solution is achieved by a cargo handling system for loading and / or unloading cargo to / from a cargo platform of a vehicle. The cargo handling system comprises at least one displacement carrier arranged at one of two sides of the vehicle, wherein the at least one displacement carrier is configured to displace the cargo between the cargo platform and a laterally displaced position outside the one of the two sides of the vehicle. The cargo handling system comprises an elevator unit, and a laterally extending supportive structure arranged at a chassis section of the vehicle under the cargo platform. The elevator unit is configured to move laterally between a transportation position under the cargo platform of the vehicle and the laterally displaced position.This cargo handling system enables efficient and automated loading and unloading of cargo from a vehicle, reducing the need for manual labour and specialized equipment such as forklifts or tailgates. The cargo handling system may enhance safety for delivery personnel by reducing the need for manual lifting and handling of heavy cargo. This automated system can potentially decrease the risk of injuries associated with repetitive lifting, pushing, and pulling of heavy items during loading and unloading operations. Ergonomic advantages are thereby achieved.The cargo handling system may further comprise a first displacement carrier arranged at a first side of the two sides of the vehicle. The first displacement carrier may be configured to displace the cargo between the cargo platform and a first laterally displaced position outside the first side of the vehicle. A second displacement carrier may be arranged at a second side of the vehicle, wherein the second displacement carrier is configured to displace the cargo between the cargo platform and a second laterally displaced position outside the second side of the vehicle. The elevator unit may be configured to move laterally between the transportation position under the cargo platform of the vehicle and the first laterally displaced position, and between the transportation position under the cargo platform of the vehicle and the second laterally displaced position.This configuration allows for versatile cargo handling operations on both sides of the vehicle, enhancing operational efficiency and adaptability to different unloading environments. The system's ability to operate from either side of the vehicle provides flexibility in various delivery scenarios, including single-lane streets.Optionally, the laterally extending supportive structure may comprise a first laterally extending rail element and a second laterally extending rail element arranged in parallel. The elevator unit may be configured to be arranged between the first and second laterally extending rail elements under the cargo platform of the vehicle in the transportation position.This parallel rail arrangement provides a stable guided path for the elevator unit's lateral movement, ensuring smooth and precise positioning during loading and unloading operations. The two parallel rails also distribute weight of the cargo, allowing for heavy-cargo handling.Optionally, an extension mechanism may be used to attach the elevator unit to the laterally extending supportive structure. Also, the lateral movement of the elevator unit along the laterally extending supportive structure between the transportation position and the laterally displaced position, may comprise: a translational movement along the laterally extending supportive structure between the transportation position and a lateral ending of the laterally extending supportive structure; and an extending movement, between the lateral ending of the laterally extending supportive structure and the laterally displaced position.This two-stage lateral movement mechanism allows the elevator unit to extend beyond the vehicle's width, providing greater reach and flexibility in cargo placement without compromising the vehicle's road-legal dimensions during transport.The cargo handling system may comprise a lateral displacement motor, configured to perform the translational movement of the elevator unit; and an extension motor, configured to perform the extending movement of the elevator unit.Dedicated motors for translational and extending movements enable precise control and efficient operation of the elevator unit, optimizing the cargo handling process.The elevator unit may optionally comprise a fork section, configured to be set into a foldedout position when fetching and holding cargo, and a retracted position when releasing cargo. Also, the elevator unit may be configured to hold the cargo and move vertically between a level of the cargo platform and a ground level at the laterally displaced position.The foldable fork section enhances the system's versatility, allowing it to securely handle cargo during vertical movements while maintaining a compact profile when not in use.Optionally, the cargo handling system may comprise a vertical displacement motor configured to displace the fork section of the elevator unit in vertical direction. The cargo handling system may also comprise a servo system, configured to switch the fork section between the folded-out position and the retracted position.These motorized components enable precise and automated control of the fork section's movements, enhancing the system's efficiency and reliability in cargo handling operations.The elevator unit of the cargo handling system may comprise a vertical extension mechanism for vertical transportation of the fork section thereby enabling displacement of the cargo between the level of the cargo platform and the ground level.This vertical extension mechanism allows the system to accommodate various vehicle heights and uneven ground surfaces, ensuring versatile and adaptable cargo handling capabilities.The cargo handling system may comprise a control arrangement configured to adjust the position of the at least one displacement carrier and the elevator unit in order to: unload cargo, from the cargo platform to the position at ground level at the laterally displaced position; and / or load cargo, from the position at ground level at the laterally displaced position to the cargo platform; and / or set the elevator unit in the transportation position.The control arrangement enables automated and coordinated operation of the system's components, streamlining the loading and unloading processes thereby reducing the potential for human error.The control arrangement may be communicatively connected via a wired or wireless connection to a remote control, thereby enabling a vehicle driver, or a remotely positioned vehicle supervisor to adjust the position of the at least one displacement carrier and the elevator unit.This remote-control capability enhances operational flexibility and safety by allowing the system to be operated from a distance, for example by the driver (if any) in the cabin. He / she may thereby operate the loading / unloading of the cargo via the control arrangement without leaving the cabin. He / she may for example intervene an autonomous operation of the control arrangement in an emergency situation. Alternatively, the control arrangement may be distantly operated by a remotely situated operator, who may operate / monitor loading / unloading of several vehicles, thereby potentially reducing the need for personnel to be in close proximity to the vehicle during cargo handling operations.The cargo handling system may comprise a set of sensors communicatively connected to the control arrangement for ensuring safe deployment and operation of the cargo handling system.These sensors enhance the system's safety features by monitoring the surrounding environment and the system's components, potentially preventing accidents or damage during operation.The control arrangement may be communicatively connected via a wired or wireless connection to the vehicle's existing controls and computer systems for coordinated operation.This integration with the vehicle's sensors and control systems allows for seamless operation and coordination between the cargo handling system and the vehicle's other functions, potentially improving overall efficiency and safety.Optionally, the control arrangement of the cargo handling system may be configured to control the unloading of the cargo, from the cargo platform to the laterally displaced position at ground level by generating and transmitting control signals to actuators / motors of the cargo handling system, for controlling a number of steps to be performed.The control arrangement may thus be configured to generate and transmit control signals for capturing the cargo with the at least one displacement carrier and displacing the at least one displacement carrier and the cargo, from the onboard position on the cargo platform to the laterally displaced position via relevant actuators / motors. The control arrangement may also be configured to generate and transmit control signals for laterally displacing the elevator unit from the transportation position to the laterally displaced position. In addition, the control arrangement may be configured to generate and transmit control signals for capturing the cargo with the fork section of the elevator unit and retract the at least one displacement carrier, respectively. Also, the control arrangement may be configured for generating and transmitting control signals to descend the fork section and the cargo to the ground level. Furthermore, the control arrangement may be configured to generate and transmit control signals for setting the fork section into the retracted position, thereby releasing the cargo to the underneath. The control arrangement may also be configured to generate and transmit control signals for ascending the fork section and the cargo from the ground level to the level of the cargo platform. Also, the control arrangement may also be configured to generate and transmit control signals for laterally retracting the elevator unit from the laterally displaced position to the transportation position.Optionally, the control arrangement of the cargo handling system may be configured to control the loading of the cargo, from the laterally displaced position to the cargo platform by generating and transmitting control signals to actuators / motors of the cargo handling system, for controlling a number of steps to be performed.The control arrangement may thus be configured to generate and transmit control signals for laterally displacing the elevator unit from the transportation position to the laterally displaced position. Also, the control arrangement may be configured to generate and transmit control signals for descending the fork section to the ground level. The control arrangement may furthermore be configured to generate and transmit control signals for capturing the cargo with the fork section of the elevator unit. Additionally, the control arrangement may also be configured to generate and transmit control signals for ascending the fork section and the cargo from the ground level to the level of the cargo platform. The control arrangement may be configured to generate and transmit control signals for displacing the at least one displacement carrier from the onboard position on the cargo platform to the laterally displaced position. The control arrangement may be configured to generate and transmit control signals for setting the fork section into the retracted position, thereby releasing the cargo to the at least one displacement carrier, and also for retracting the at least one displacement carrier and the cargo to the onboard position on the cargo platform.By automating the entire loading and / or unloading sequence / s, the system reduces the need for manual intervention, thereby decreasing labour costs and improving operational efficiency. This automation also helps maintaining consistent performance across different operators and conditions. The precise and coordinated control over multiple actuators / motors of the cargo handling system, thereby improving overall efficiency and reliability thereof.In case the vehicle has a driver, the loading and / or unloading of the cargo could be made autonomously, without any interaction with the driver at all (who may use the loading time for a brake / rest / dinner etc.).In a second aspect, a vehicle comprising a cargo platform and a cargo handling system according to any one of the previously described aspects is provided.This integration of the cargo handling system into a vehicle creates a comprehensive and efficient cargo transportation and delivery solution, potentially revolutionizing logistics operations.The vehicle may be an autonomous vehicle configured for autonomous transportation and distribution of cargo.Combining the automated cargo handling system with an autonomous vehicle enables fully automated cargo delivery operations, reducing labour costs and increasing operational efficiency in logistics and distribution networks.Other advantages and additional novel features will become apparent from the subsequent detailed description.BRIEF DESCRIPTION OF FIGURESEmbodiments of the invention will now be described in further detail with reference to the accompanying Figures, in which:Figure 1A illustrates a side view of a vehicle with a cargo handling system, according to an embodiment.Figure 1B depicts a top view of the vehicle of Figure 1A, showing cargo displacement carriers, according to an embodiment.Figures 2A and 2B illustrate at least a part of a laterally extending supportive structure and a cargo handling system in different operational states, according to an embodiment.Figures 3A-3C depict at least a part of a laterally extending supportive structure and a cargo handling system in different operational states, according to an embodiment.Figures 4A and 4B illustrate at least a part of a laterally extending supportive structure and a cargo handling system in different operational states, according to an embodiment.Figures 4C and 4D depict at least a part of a laterally extending supportive structure and a cargo handling system in different operational states, according to aspects of the present disclosure.The present disclosure provides a cargo handling system for vehicles, such as trucks or vans, that is designed to enhance the efficiency and flexibility of cargo loading and unloading operations. The system is particularly advantageous in urban environments and areas with limited space, where traditional rear-mounted tailgates or forklifts may be impractical or inefficient. The cargo handling system disclosed herein may in some embodiments be capable of automated operation, reducing the need for manual labour while increasing safety and operational efficiency.In some embodiments, the cargo handling system comprises at least one displacement carrier that can be arranged on either side of the vehicle. This displacement carrier is configured to move cargo between the vehicle's cargo platform and a laterally displaced position outside the vehicle. The system also comprises an elevator unit that can move laterally between a transportation position under the cargo platform and the laterally displaced position. This configuration allows for versatile cargo handling operations on the side / s of the vehicle, enhancing operational efficiency and adaptability to different unloading environments.In some embodiments, the cargo handling system may also comprise a laterally extending supportive structure arranged at a chassis section of the vehicle under the cargo platform. This supportive structure provides a stable guided path for the elevator unit's lateral movement, ensuring smooth and precise positioning during loading and unloading operations.In certain embodiments, the cargo handling system may be integrated into an autonomous vehicle, enabling fully automated cargo delivery operations. This combination of automated cargo handling with autonomous vehicle operation bring several advantages, for example reduced costs for personnel, faster deliveries (as the vehicle is not required to make resting / sleeping stops for the driver), transportation could be made at odd hours (thereby avoiding traffic congestion / queues during rush hours), better utilisation of the vehicle is made as it could drive continuously 24-7, possibly also increased traffic safety and reduced fuel / energy costs, in comparison with vehicles having a human driver.Other perhaps more spectacular advantages involve ability to drive in dangerous areas / situations (mines, wildfire areas, catastrophic scenes with for example chemical pollution or nuclear radiation, warfare zones, etc.) without risking human lives. Also, the autonomous vehicle is able to distribute cargo during a pandemic outbreak without simultaneously risk of distributing the pandemic disease via the human driver.The cargo handling system disclosed herein thus provides a flexible and efficient solution for cargo loading and unloading, addressing several limitations of existing systems and offering potential advantages in terms of operational efficiency, safety, and adaptability to different delivery scenarios.The cargo handling system and the embodiments thereof may be exemplified and realised in many different forms and are not to be limited to the examples set forth herein; rather, these illustrative examples of embodiments are provided so that this disclosure will be thorough and complete.Still other objects and features may become apparent from the following detailed description, considered in conjunction with the accompanying drawings. It is to be understood, however, that the drawings are designed solely for purposes of illustration and not as a definition of the limits of the herein disclosed embodiments, for which reference is to be made to the appended claims. Further, the drawings are not necessarily drawn to scale and, unless otherwise indicated, they are merely intended to conceptually illustrate the structures and procedures described herein.Referring to Figures 1A-1B, a cargo handling system 200 is shown integrated into a vehicle 100. The vehicle 100 may be autonomous in some embodiments, and have a driver present in other embodiments. The vehicle 100 may be any type of vehicle capable of transporting / distributing cargo, such as a truck, van, trailer, train or other similar vehicle. The expression “cargo” is to be interpreted in broad sense and may comprise palletised or non-palletised goods / items, mail / packet distribution, collis, food delivery, garbage collection etc. The vehicle 100 may also, or alternatively be arranged for operation in hazardous areas, e.g. mines, volcanic zones, areas polluted by poisonous chemicals or radiation, restricted areas contaminated by biological contagion, war zones, etc.The vehicle 100 may alternatively be a dedicated for personal transportation such as a bus, a taxi, an ambulance etc., and the “cargo” may be a patient or other human or animal requiring special care during transportation or possibly post-mortem pick-up / transportation to a final destination.The vehicle 100 comprises a cargo platform 110, which is designed to hold and transport cargo 130. The cargo 130 may be transported on a pallet 120 in some embodiments, to simplify handling of the cargo 130. However, the cargo 130 may alternatively be transported without any pallet 120.The optionally pallet 120 may for example comprise an open pallet, also referred to as a Euro pallet or 4-way entry pallet; a bottom boarded pallet, also referred to as a Chep pallet; a stringer pallet, also known as block & bearer pallet, bottom board pallet, and / or grocery pallet; and / or a bearer pallet, also known as a 2-way entry pallet. A typical size may be 1200 x 800 mm, in a non-limiting example.The cargo 130 (or possibly the pallet 120 carrying the cargo 130) may be marked with an identification code and / or an intended destination and possibly also other cargo-related data. The marking may comprise a machine-readable code for enabling control of the transported goods / items.The machine-readable code may comprise e.g. a barcode, such as a linear bar code like European Article Number (EAN), or a matrix code such as e.g. a Quick Response (QR) code, a numeric non-repeatable number, etc.The optional machine-readable code may be recognised by a camera in combination with an image recognition program. The machine-readable code may alternatively comprise a Radio-frequency Identification (RFID) tag, a Near-Field Communication (NFC) tag, etc.The cargo platform 110 may comprise a so-called sorting floor, which is capable of determining current position of the cargo 130 on the cargo platform 110 and put the cargo 130 at a position on the cargo platform 110 where the cargo 130 could be reached and handled by the cargo handling system 200 when the vehicle 100 approaches the destination of the cargo 130 to be distributed. In other embodiments, a human operator on the cargo platform 110 may sort the cargo 130 there upon and replace the cargo 130 to the position on the cargo platform 110 where it could be reached and handled by the cargo handling system 200.The cargo handling system 200 comprises at least one displacement carrier 141 , which may be arranged at a first side 101 of the vehicle 100, e.g. a first displacement carrier 141. In some embodiments, the cargo handling system may also comprise a second displacement carrier 142, arranged at a second side 102 of the vehicle 100.The first displacement carrier 141 is configured to displace the cargo 130 between the cargo platform 110 and a first laterally displaced position 171 outside the first side 101 of the vehicle 100. The second displacement carrier 142 may be configured to displace the cargo 130 between the cargo platform 110 and a second laterally displaced position 172 outside the second side 102 of the vehicle 100. The first side 101 of the vehicle 100 may be the left side in the driving direction while the second side 102 of the vehicle 100 may be the right side of the vehicle 100. However, in some embodiments, the enumeration may be the opposite.The cargo handling system 200 further comprises a supportive structure 150 arranged at the chassis section 120 of the vehicle 100 under the cargo platform 110. The supportive structure 150 comprises a first laterally extending rail element 151. In some embodiments, the supportive structure 150 may comprise a second laterally extending rail element 152 arranged in parallel with the first laterally extending rail element 151, thereby providing enhanced stability.The first laterally extending rail element 151 and / or the second laterally extending rail element 152 of the supportive structure 150 is a structure for the horizontal displacement that may be implemented in various manners, such as for example a rack and pinion system, where a toothed rack is fixed along the length of travel and a motorized pinion gear on the carrier engages with it for precise linear motion control. In other embodiments, the supportive structure 150 may comprise a belt drive system using a reinforced timing belt connected to the carrier and driven by motorized pulleys at each end of the lateral travel path, or a chain drive mechanism similar to the belt system but using a roller chain for increased load capacity. Other similar solutions may be applied.The rail 151, 152 itself may be constructed from steel for maximum durability and load capacity; aluminium extrusions for a lightweight yet rigid structure; composite materials like carbon fibre reinforced polymer for corrosion resistance and weight savings; stainless steel for applications in corrosive environments, etc., depending on the intended load / weight and operational areas of the vehicle 100 with the cargo handling system 200.The profile of the first laterally extending rail element 151 and / or the second laterally extending rail element 152 may be designed as a simple flat track with guide wheels on the carrier; an I-beam or C-channel shape for increased structural rigidity; a T-slot profile to prevent carrier derailment; a tubular design for a fully enclosed and protected drive system, for example.The supportive structure 150 extends laterally and provides a guided path for the lateral movement of an elevator unit. The elevator unit is configured to move laterally between a transportation position under the cargo platform 110 of the vehicle 100 and the laterally displaced positions 171, 172. The lateral transportation of the elevator unit is illustrated in Figures 3A-3C and discussed more in detail in the corresponding sections of the description.In some embodiments, the cargo handling system 200 may comprise a control arrangement 160. The control arrangement 160 may be configured to adjust the positions of the displacement carriers 141, 142 and the elevator unit in order to facilitate loading and / or unloading operations. The control arrangement 160 may be communicatively connected to a set of sensors 161, 162. The sensors 161, 162 may be of the same or different kinds, comprising e.g. cameras, stereo cameras, infrared cameras, video cameras, radars, lidars, ultrasound devices, time-of-flight cameras, weight sensors, proximity sensors or similar devices, in different embodiments.These sensors 161 , 162 may provide information about the environment around the vehicle 100, the position of the cargo 130, and other relevant parameters to ensure safe and efficient operation of the cargo handling system 200. In particular, the sensors 161 , 162 may be directed and configured to detect obstacles in the way of the cargo handling system 200 during operation, in particular moving parts thereof such as the displacement carriers 141 , 142 and the elevator unit. The sensors 161, 162 may also be configured to determine distance to the ground level or alternatively the platform on which the cargo 130 is to be delivered / picked up, etc.In cases when the vehicle 100 is autonomous, the control arrangement 160 may be configured to trigger loading and / or unloading of cargo 130 to / from the cargo platform 110 when the autonomous vehicle 100 is reaching an intended destination of the cargo 130. This allows for fully automated cargo delivery operations, reducing labour costs, increasing operational efficiency, and abbreviating delivery time. Also, or alternatively, distribution may be scheduled during low-traffic times of the day, leading to less time spent in traffic congestions.Figure 1 B schematically illustrates the vehicle 100 and the cargo handling system 200 of Figure 1A as regarded from above with the cargo platform 110 removed.The supportive structure 150 of the cargo handling system 200 is arranged at the chassis section of the vehicle 100 under the cargo platform 110. In some embodiments, the supportive structure 150 extends laterally across the width of the vehicle 100. The supportive structure 150 may comprise a first laterally extending rail element 151 and a second laterally extending rail element 152 arranged substantially in parallel. The elevator unit may be arranged between the first and second laterally extending rail elements 151, 152 under the cargo platform 110 of the vehicle 100 in the transportation position. This configuration provides a stable guided path for the lateral movement of the elevator unit 210, ensuring smooth and precise positioning during loading and unloading operations.The autonomous operation of the vehicle 100 and the cargo handling system 200 may be coordinated through the control arrangement 160, which may be communicatively connected to the vehicle's existing controls and computer systems in some embodiments. This integration allows for seamless operation of the cargo handling system 200 in conjunction with the autonomous driving functions and sensors of the vehicle 100.Figures 2A-2B illustrates the first laterally extending rail element 151 of the supportive structure 150, the elevator unit 210 placed in transportation position, and the first displacement carrier 141 , also in transportation position.The cargo handling system 200 may in some embodiments load / unload cargo 130 laterally on both sides of the vehicle 100. The cargo handling system 200 may in these embodiments comprise also a second displacement carrier 142, similar to the first displacement carrier 141 but situated at an opposite lateral extension of the vehicle 100. The disclosed examples of operation of the first displacement carrier 141 are illustrative for the corresponding operation of the second displacement carrier 142 in embodiments comprising the second displacement carrier 142.When arriving to the destination of the cargo 130, the unloading of the cargo 130 starts with the first displacement carrier 141 starts moving the thereon placed cargo 130 in a horizontal movement out from the vehicle body to the first laterally displaced position 171 outside the vehicle 100. The first displacement carrier 141 may for example comprise an extending movement such as a telescopic movement, a scissor mechanism, or similar, enabling the first displacement carrier 141 to transport the cargo 130 into the first laterally displaced position 171 outside the vehicle 100. The movements of the first displacement carrier 141 may be realised via an actuator such as e.g. a displacement carrier motor that, based on control signals for example obtained via the control arrangement 160, may cause the first displacement carrier 141 with the cargo 130 to enter the first laterally displaced position 171.Referring to Figures 3A-3C, the elevator unit 210 and it's engagement with and functionality of the laterally extending supportive structure 150 is schematically illustrated. The lateral movement of the elevator unit 210 between a transportation position under the cargo platform 110 and the laterally displaced position 171 may be made in two steps.In a first step, illustrated in Figure 3B, the elevator unit 210 may move laterally along the laterally extending supportive structure 150 towards the first direction 101 , to the lateral ending of the first laterally extending rail element 151 in the first direction 101. This lateral movement may be facilitated by a lateral displacement motor 520, which may drive the elevator unit 210 along the supportive structure 150.In a second step, illustrated in Figure 3B, the elevator unit 210 may move laterally via an extension mechanism 610. This extension mechanism 610 may comprise a telescopic mechanism, a mechanical linkage system such as a scissors mechanism, a rack and pinion mechanism, or any other suitable mechanism capable of extending and retracting the elevator unit 210 out of the vehicle body into the laterally displaced position 171.Thus, the lateral movement of the elevator unit 210 between the transportation position and the laterally displaced position 171 may comprise a translational movement along the laterally extending supportive structure 150 in the first step, and an extending movement into the laterally displaced position 171 in the second step.The lateral movement of the elevator unit 210, for example the translational movement of the first step may be driven by a lateral displacement motor 520, which may be an electric motor, a hydraulic motor, a pneumatic motor, or any other suitable type of motor. The lateral displacement motor 520 may be communicatively connected to the control and controlled by the control arrangement 160 to precisely adjust the translational movement of the elevator unit 210 during the lateral transportation.The extending movement of the elevator unit 210 may be driven by the extension motor 530, which may be the same type of motor as the lateral displacement motor 520, or a different type of motor. The extension motor 530 may be communicatively connected to the control and controlled by the control arrangement 160 to precisely adjust the extension movement of the elevator unit 210 outside the vehicle 100. The extension mechanism 610 may be designed to provide a smooth and controlled extension and positioning of the elevator unit 210.When the elevator unit 210 has been laterally positioned under the first displacement carrier 141 and the cargo 130, the cargo 130 may be handled over from the first displacement carrier 141 to the elevator unit 210, a process illustrated in Figure 4A.Referring to Figures 4A-4B, the elevator unit 210 of the cargo handling system 200 is shown in more detail. Once laterally positioned in the laterally displaced position 171 , the elevator unit 210 may be designed to handle the vertical movement of the cargo 130 during the loading and unloading operations. The elevator unit 210 may comprise a fork section 510, which may be configured to take over the cargo 130 from the first displacement carrier 141 and hold the cargo 130, or a pallet 120 on which the cargo 130 may be situated. The fork section 510 may also be configured to move vertically between the level of the cargo platform 110 and the ground level 105 at the laterally displaced position 171.The fork section 510 may be arranged and dimensioned to fit and lift a pallet 120 in some embodiments. An example of fork dimensions may be 1000mm x 120mm x 40mm with a fork spacing, or distance of about 1200mm between the respective forks of the fork section 510. Typically, the fork section 510 may comprise two substantially parallelly extending fork arms. However, the expression fork is to be interpreted in broad sense, comprising e.g. other number of fork arms, non-parallel fork arms, fork arms arranged in a grid, etc. Other fork dimensions may be applied in different embodiments depending on the kind of pallet 120 (if any) and / or the kind / weight / shape of the cargo 130.The fork section 510 of the elevator unit 210 may be set into a folded-out position when fetching and holding the cargo 130, and a retracted position when releasing the cargo 130. This configuration allows the fork section 510 to securely hold the cargo 130 during the vertical movement and to release the cargo 130 smoothly when it reaches the ground level 105 or the cargo platform 110 (depending on the movement direction during loading / unloading). Also, the fork section 510 of the elevator unit 210 may comprise a first fork section arranged for attaching to a first side of a pallet 120 and a second fork section arranged for attaching to a second side of the pallet 120.The vertical movement of the fork section 510 may be facilitated by a vertical displacement motor 550. The vertical displacement motor 550 may be an electric motor, a hydraulic motor, a pneumatic motor, or any other suitable type of motor capable of providing the necessary force for the vertical displacement of the fork section 510 and the cargo 130. The vertical displacement motor 550 may be communicatively connected to and controlled by the control arrangement 160 to precisely adjust the vertical position and movements of the fork section 510.In some cases, the cargo handling system 200 also comprises a servo system 540. The servo system 540 may be configured to switch the fork section 510 between the folded-out position and the retracted position. The servo system 540 may be an electric servo motor, a hydraulic servo motor, a pneumatic servo motor, or any other suitable type of servo motor capable of providing the necessary force and precision for the movement of the fork section 510. The servo system 540 may be communicatively connected to and controlled by the control arrangement 160 to precisely adjust the position and movements of the fork section 510.The combination of the vertical displacement motor 550 and the servo system 540 allows for precise and controlled movement of the fork section 510, ensuring safe and efficient handling of the cargo 130 during the loading and unloading operations.Referring to Figures 4C-4D, the elevator unit 210 of the cargo handling system 200 is shown in more detail. The elevator unit 210 may be designed to handle the vertical movement of the cargo 130 during the loading and unloading operations. The fork section 510 of the elevator unit 210 may be configured to take over the cargo 130 from the first displacement carrier 141 and hold the cargo 130, or a pallet 120 on which the cargo 130 optionally may be situated. The fork section 510 may also be configured to move vertically between the level of the cargo platform 110 and the ground level 105 at the laterally displaced position 171.This vertical movement of the fork section 510 may be made in two steps in some embodiments. In a first step, the fork section 510 may be linearly descended along the structure of the elevator unit 210. In a second step, the fork section 510 may be vertically extended by a vertical extension mechanism 710, in some embodiments.The fork section 510 and any cargo 130 thereupon may thereby be extended below the elevator unit 210, making it possible to reach the ground level 105, yet assuring a sufficient clearance under the vehicle 100 when the vertical extension mechanism 710 is set in transportation portion.In some embodiments, the fork section 510 may comprise a second vertical extension mechanism, configured to vertically extend the fork section 510 upwards. The second vertical extension mechanism may be similar to or identical with the vertical extension mechanism 710 but situated at an opposite vertical extension end of the elevator unit 210.Thereby, thanks to the optional second vertical extension mechanism, the elevator unit 210 may be kept compact during transportation. Also, vertical extension is enabled on the top side of the elevator unit 210. Reach extending above the cargo platform level is thereby enabled.The vertical movement of the fork section 510, for example the first step thereof, may be facilitated by a vertical displacement motor 550. The vertical displacement motor 550 may be an electric motor, a hydraulic motor, a pneumatic motor, or any other suitable type of actuator or motor, capable of providing the necessary force for the vertical displacement of the fork section 510 and the cargo 130. The vertical displacement motor 550 may be communicatively connected to and controlled by the control arrangement 160 to precisely adjust the vertical position and movements of the fork section 510.In some embodiments, the elevator unit 210 may comprise a vertical extension mechanism 710 for vertical transportation in the second step of the transportation of the fork section 510. This vertical extension mechanism 710 may comprise a hydraulic or pneumatic cylinder, a telescopic mechanism, a scissors mechanism, a lead screw mechanism, a rack and pinion system, or any other suitable mechanism capable of providing the necessary force for the vertical displacement of the fork section 510 and the cargo 130. The vertical extension mechanism 710 may be designed to provide a smooth and controlled vertical movement of the fork section 510, ensuring safe and efficient handling of the cargo 130 during the loading and unloading operations.In some embodiments, the vertical extension mechanism 710 and the vertical displacement motor 550 may work in conjunction to provide a precise and controlled vertical movement of the fork section 510.The control arrangement 160 may be configured to manage the operations of the cargo loading and unloading, in some embodiments for example by adjusting the positions of the displacement carriers 141 , 142 and the elevator unit 210 to facilitate the loading and unloading of cargo 130. The control arrangement 160 may also be configured to set the elevator unit 210 in the transportation position when the cargo handling system 200 is not in use or during the vehicle's transit.The operations of the control arrangement 160 may involve a sequence of operations, starting with the displacement carrier 141, 142 moving the cargo 130 from the cargo platform 110 to the laterally displaced position 171, 172. Subsequently, the elevator unit 210 may be laterally displaced from the transportation position to the laterally displaced position 171 , 172. Once in position, the elevator unit 210 may capture the cargo 130 with the fork section 510, retract the displacement carrier 141 , 142, and descend the fork section 510 and the cargo 130 to the ground level 105. The fork section 510 may then be set into the retracted position, thereby releasing the cargo 130 to the ground level 105. After the cargo 130 has been unloaded, the fork section 510 and the elevator unit 210 may ascend from the ground level 105 to the level of the cargo platform 110, and the elevator unit 210 may be laterally retracted from the laterally displaced position 171, 172 to the transportation position. The vehicle 100 is thereafter ready for take-off to for the subsequent destination.Similarly, the control arrangement 160 may be configured to control the loading of cargo 130 from the laterally displaced position 171, 172 at ground level 105 to the cargo platform 110. This may involve a sequence of operations that is essentially the reverse of the unloading sequence.Thereby, the elevator unit 210 may be laterally displaced from the transportation position to the laterally displaced position 171 , 172, descend the fork section 510 to the ground level 105, capture the cargo 130 with the fork section 510, ascend the fork section 510 and the cargo 130 from the ground level 105 to the level of the cargo platform 110, displace the displacement carrier 141, 142 from the onboard position on the cargo platform 110 to the laterally displaced position 171, 172, set the fork section 510 into the retracted position, thereby releasing the cargo 130 to the displacement carrier 141 , 142, and retract the displacement carrier 141 , 142 and the cargo 130 to the onboard position on the cargo platform 110.Advanced control and automation features of the control arrangement 160 and the cargo handling system 200 enhance its operational efficiency and versatility. One such feature may be the ability to remotely operate the system 200. These features may also be combined, i.e. the vehicle 100 and the cargo handling system 200 may normally operate autonomously but also allow for a distant human supervisor to intervene. The control arrangement 160 may in those embodiments be communicatively connected to a remote control, enabling a vehicle driver or a remotely positioned supervisor to adjust the position of the displacement carriers 141 , 142 and the elevator unit 210. This remote operation capability can provide flexibility in controlling the cargo handling system 200, allowing for adjustments to be made from a distance, which can be particularly useful in challenging or hazardous loading / unloading environments.The control arrangement 160 may comprise processing circuitry such as, but not limited to, a processor, Central Processing Unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, a microcomputer, a field programmable gate array (FPGA), a System-on-Chip (SoC), a programmable logic unit, a microprocessor, an application-specific integrated circuit, or any other device capable of electronically performing operations in a defined manner.The above-described control and automation features of the control arrangement 160 and the cargo handling system 200 may be implemented by the control arrangement 160 as above described, together with computer program product comprising instructions for performing at least some of these functions.The computer program product mentioned above may be a computer readable medium. The computer program may be stored in a computer-readable storage medium comprising instructions which, when executed by a computer, cause the computer to carry out the steps of the control arrangement 160 for managing the operations of the cargo loading and / or unloading. The computer-readable medium may be a non-transitory computer-readable medium, such as a tangible electronic, magnetic, optical, infrared, electromagnetic, and / or semiconductor system, apparatus, and / or device.In some cases, the control arrangement 160 may also be communicatively connected to the vehicle's existing controls and computer systems. This integration allows for coordinated operation of the cargo handling system 200 with the vehicle's other systems, enhancing the overall operational efficiency and safety of the vehicle 100. For example, the vehicle's navigation system may provide information about the vehicle's current location and intended destination, which can be used by the control arrangement 160 to prepare the cargo handling system 200 for loading or unloading operations.The cargo handling system 200 may be integrated with the functions and / or sensors of the vehicle 100 to enable fully automated or assisted cargo delivery operations. This may be an advantage in particular when the vehicle 100 is autonomous and consequently comprises a large number of sensors.The control arrangement 160 may be configured to trigger loading and / or unloading of cargo 130 to / from the cargo platform 110 when the vehicle 100 reaches an intended destination of the cargo 130. This significantly reduces delivery times and increase operational efficiency, as the cargo handling system 200 can start the loading / unloading process as soon as the vehicle 100 arrives at the destination, without the need for manual intervention.In some embodiments, the cargo handling system 200 may incorporate various safety features and sensor systems to ensure safe operation during deployment, lifting, and lowering of cargo 130. These safety features and sensor systems may be integrated with the control arrangement 160 and may be used to monitor and control the operation of the cargo handling system 200.The sensors 161 , 162, e.g. lidars, radars, cameras, proximity sensors, weight sensors etc., may monitor the environment around the vehicle 100 and the cargo handling system 200 during deployment. For example, the sensors 161, 162 may be used to detect obstacles in the path of the cargo handling system 200, to monitor the position and movement of the cargo 130, and to ensure that the cargo handling system 200 is properly aligned with the cargo 130 and the ground level 105. The sensors 161, 162 may provide real-time visual and spatial information to the control arrangement 160, which may use this information to control the operation of the cargo handling system 200 and to prevent collisions, accidents and / or other unsafe conditions.The sensors 161 , 162 when embodied as proximity sensors may be used to detect the presence and position of objects / humans / traffic users etc., near the cargo handling system 200, such as the cargo 130, the ground level 105, or other objects or obstacles. The sensors 161, 162 embodied as weight sensors may be used to measure the weight of the cargo 130, which may be important for controlling the lifting and lowering operations of the cargo handling system 200. For example, the weight sensors may provide weight information to the control arrangement 160, which may use this information to adjust the operation of the vertical displacement motor 550 and the extension motor 530 to ensure safe and efficient lifting and / or lowering of the cargo 130.This integrated control of the cargo handling system 200 and operation of the comprised displacement carriers 141, 142, the elevator unit 210, the lateral displacement motor 520, the extension motor 530, the vertical displacement motor 550, the fork section 510 etc., based on sensor information will enhance both the safety and efficiency of the cargo loading / unloading operations.The terminology used in the description of the embodiments as illustrated in the accompanying drawings is not intended to be limiting of the described cargo handling system 200 and / or the vehicle 100. Various changes, substitutions and / or alterations may be made, without departing from invention embodiments as defined by the appended claims.As used herein, the term “and / or” comprises any and all combinations of one or more of the associated listed items. The term “or” as used herein, is to be interpreted as a mathematical OR, i.e., as an inclusive disjunction; not as a mathematical exclusive OR (XOR), unless expressly stated otherwise. In addition, the singular forms “a”, “an” and “the” are to be interpreted as “at least one”, thus also possibly comprising a plurality of entities of the same kind, unless expressly stated otherwise. It will be further understood that the terms “includes”, “comprises”, “including” and / or “comprising”, specifies the presence of stated features, actions, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, actions, integers, steps, operations, elements, components, and / or groups thereof. A single unit such as e.g., a processor may fulfil the functions of several items recited in the claims. The mere fact that certain measures are recited in mutually different dependent claims does not indicate that a combination of these measures cannot be used to advantage. A computer program may be stored / distributed on a suitable medium, such as an optical storage medium or a solid-state medium supplied together with or as part of other hardware but may also be distributed in other forms such as via Internet or other wired or wireless communication system.

Claims

1. A cargo handling system (200) for loading and / or unloading cargo (130) to / from a cargo platform (110) of a vehicle (100), wherein the cargo handling system (200) comprises:at least one displacement carrier (141 , 142) arranged at one of two sides (101 , 102) of the vehicle (100), wherein the at least one displacement carrier (141, 142) is configured to displace the cargo (130) between the cargo platform (110) and a laterally displaced position (171, 172) outside the one of the two sides (101 , 102) of the vehicle (100);an elevator unit (210), anda laterally extending supportive structure (150) arranged at a chassis section of the vehicle (100) under the cargo platform (110);wherein the elevator unit (210) is configured to move laterally between a transportation position under the cargo platform (110) of the vehicle (100) and the laterally displaced position (171, 172).

2. The cargo handling system (200) according to claim 1, wherein the at least one displacement carrier (141, 142) comprisesa first displacement carrier (141) arranged at a first side (101) of the two sides of the vehicle (100), wherein the first displacement carrier (141) is configured to displace the cargo (130) between the cargo platform (110) and a first laterally displaced position (171) outside the first side (101) of the vehicle (100); anda second displacement carrier (142) arranged at a second side (102) of the vehicle (100), wherein the second displacement carrier (142) is configured to displace the cargo (130) between the cargo platform (110) and a second laterally displaced position (172) outside the second side (102) of the vehicle (100); and wherein the elevator unit (210) is configured to move laterally between the transportation position under the cargo platform (110) of the vehicle (100) and the first laterally displaced position (171), and between the transportation position under the cargo platform (110) of the vehicle (100) and the second laterally displaced position (172).

3. The cargo handling system (200) according to claim 1 or claim 2, whereinthe laterally extending supportive structure (150) comprises a first laterally extending rail element (151) and a second laterally extending rail element (152) arranged in parallel, wherein the elevator unit (210) is configured to be arranged between the first and second laterally extending rail elements (151, 152) under the cargo platform (110) of the vehicle (100) in the transportation position.

4. The cargo handling system (200) according to any one of the preceding claims, wherein the elevator unit (210) is attached to the laterally extending supportive structure (150) via an extension mechanism (610); and whereinthe lateral movement of the elevator unit (210) along the laterally extending supportive structure (150) between the transportation position and the laterally displaced position (171, 172), comprises:a translational movement along the laterally extending supportive structure (150) between the transportation position and a lateral ending of the laterally extending supportive structure (150); andan extending movement, between the lateral ending of the laterally extending supportive structure (150) and the laterally displaced position (171, 172).

5. The cargo handling system (200) according to claim 4, the cargo handling system (200) comprisinga lateral displacement motor (520), configured to perform the translational movement of the elevator unit (210); andan extension motor (530), configured to perform the extending movement of the elevator unit (210).

6. The cargo handling system (200) according to any one of the preceding claims, wherein the elevator unit (210) comprises a fork section (510), configured to be set into a folded-out position when fetching and holding cargo (130), and a retracted position when releasing cargo (130); and also configured to hold the cargo (130) and move vertically between a level of the cargo platform (110) and a ground level (105) at the laterally displaced position (171, 172).

7. The cargo handling system (200) according to claim 6, the cargo handling system (200) comprising a vertical displacement motor (550) configured to displace the fork section (510) of the elevator unit (210) in vertical direction and a servo system (540) configured to switch the fork section (510) between the folded-out position and the retracted position.

8. The cargo handling system (200) according to any one of the preceding claims, wherein the elevator unit (210) comprises a vertical extension mechanism (710) for vertical transportation of the fork section (510) thereby enabling displacement of the cargo (130) between the level of the cargo platform (110) and the ground level (105).

9. The cargo handling system (200) according to any one of the preceding claims, wherein the cargo handling system (200) comprises:a control arrangement (160) configured to adjust the position of the at least one displacement carrier (141 , 142) and the elevator unit (210) in order to:unload cargo (130), from the cargo platform (110) to the position at ground level (105) at the laterally displaced position (171, 172); and / orload cargo (130), from the position at ground level (105) at the laterally displaced position (171, 172) to the cargo platform (110); and / orset the elevator unit (210) in the transportation position.

10. The cargo handling system (200) according to claim 9, wherein the control arrangement (160) is communicatively connected via a wired or wireless connection to a remote control, thereby enabling a vehicle driver, or a remotely positioned vehicle supervisor to adjust the position of the at least one displacement carrier (141, 142) and the elevator unit (210).

11. The cargo handling system (200) according to any one of claims 9-10, comprising a set of sensors (161 , 162) communicatively connected to the control arrangement (160) for ensuring safe deployment and operation of the cargo handling system (200).

12. The cargo handling system (200) according to any one of claims 9-11 , wherein the control arrangement (160) is communicatively connected via a wired or wireless connection to the vehicle's existing controls and computer systems for coordinated operation.

13. The cargo handling system (200) according to any one of claims 9-12, wherein the vehicle (100) is an autonomous vehicle configured for autonomous transportation; and wherein the control arrangement (160) is configured to trigger loading and / or unloading of cargo (130) to / from the cargo platform (110) when the autonomous vehicle (100) is reaching an intended destination.

14. The cargo handling system (200) according to any one of claims 9-13, wherein the control arrangement (160) is configured to control the unloading of the cargo (130), from the cargo platform (110) to the laterally displaced position (171, 172) at ground level (105) by:capturing the cargo (130) with the at least one displacement carrier (141, 142); displacing the at least one displacement carrier (141 , 142) and the cargo (130) from the onboard position on the cargo platform (110) to the laterally displaced position (171, 172);laterally displacing the elevator unit (210) from the transportation position to the laterally displaced position (171 , 172);capturing the cargo (130) with the fork section (510) of the elevator unit (210); retracting the at least one displacement carrier (141 , 142);descending the fork section (510) and the cargo (130) to the ground level (105); setting the fork section (510) into the retracted position, thereby releasing the cargo (130) to the underneath;ascending the fork section (510) and the cargo (130) from the ground level (105) to the level of the cargo platform (110),laterally retracting the elevator unit (210) from the laterally displaced position (171, 172) to the transportation position.

15. The cargo handling system (200) according to any one of claims 9-14, wherein the control arrangement (160) is configured to control the loading of the cargo (130) from the laterally displaced position (171, 172) to the cargo platform (110) by:laterally displacing the elevator unit (210) from the transportation position to the laterally displaced position (171 , 172);descending the fork section (510) to the ground level (105);capturing the cargo (130) with the fork section (510) of the elevator unit (210); ascending the fork section (510) and the cargo (130) from the ground level (105) to the level of the cargo platform (110);displacing the at least one displacement carrier (141 , 142) from the onboard position on the cargo platform (110) to the laterally displaced position (171, 172);setting the fork section (510) into the retracted position, thereby releasing the cargo (130) to the at least one displacement carrier (141, 142);retracting the at least one displacement carrier (141 , 142) and the cargo (130) to the onboard position on the cargo platform (110).

16. A vehicle (100) comprising a cargo platform (110) and a cargo handling system (200) according to any one of claims 1-15.

17. The vehicle (100) according to claim 16, being an autonomous vehicle configured for autonomous transportation and distribution of cargo (130).