WO2022228712A1 - Autonomous and/or highly electrified goods transport system with separable containers or load carrying units - Google Patents

Abstract

The present invention relates to a transport system and the individual components thereof, for increasing the efficiency of goods transport. The present invention provides in particular a technical solution using modular load carrying units (2) for use in highly autonomous utility vehicles (1) or diesel, hydrogen or battery-powered vehicles in long distance transport (3) and purely battery-powered or manually operated utility vehicles in distribution (4) and/or urban transport (5). The load carrying units can be connected both to the vehicle chassis and to each other by means of electrically or pneumatically operated locks. In a preferred embodiment, the load carrying units are equipped with electrically-powered folding legs (6), an integrated telematics module, including transceiving unit using a mobile communications network (7), electrically-operated roll-up doors (8) and integrated sensors in the interior (9).

Description

Autonomous and/or highly electrified transport system for transporting goods with divisible containers or load carrier units

The present invention relates to a transport system and its individual components for increasing the transport efficiency for goods in goods traffic. The present invention offers in particular a technical solution for the transport of goods by means of highly autonomous vehicles or diesel-powered or battery-powered or fuel cell-powered commercial vehicles in long-distance traffic and battery-powered and/or manually controlled commercial vehicles in distribution and city traffic using appropriately designed load carrier units or containers to avoid charge shifting and/or automated gas exchange. Existing transport and logistics systems will change radically in the future as a result of ever stricter environmental regulations worldwide and especially in the European Union, as well as at federal, state, city and local level (e.g. entry bans and general driving bans, more stringent emission standards). At the same time, global freight traffic is forecast to quadruple by 2050, which poses significant challenges to both existing freight routes and supply chains and international climate targets. The electrification of vehicles offers an opportunity to reduce emissions and CO2

However, despite recent development successes, the energy density of batteries in battery electric vehicles is subject to chemical and physical limits. Batteries therefore cannot reach the energy density of hydrogen and/or petrol and diesel. The energy requirements of heavy commercial vehicles, especially in long-distance transport, cannot be covered by batteries because the battery weight would be too high and the payload would be too low. A long-distance 40t truck with a range of 1000km would use well over 10t of batteries, even with the most modern battery technology

CONFIRMATION COPY have to carry with you. Here, the cost problem and the loading time are not even taken into account. For this reason, diesel-powered commercial vehicles will continue to be used in long-distance transport and, in the long term, hydrogen-powered commercial vehicles.

However, only zero-emission vehicles will be allowed to enter cities. This is a problem of the present invention.

Another technical trend is foreseeable, especially in the transport industry:

To further increase efficiency, the automation (autonomous driving) of commercial vehicles will be further advanced. While autonomous driving functions in passenger cars, along with the hoped-for increase in safety, are primarily to be seen as comfort functions, significant cost savings in commercial vehicles will lead to a radical change as soon as the legal framework is in place. Today's sensor systems based on optical systems with image analysis and sensor systems based on radar (RAdio Detection and Ranging) and lidar (Light Detection and Ranging) are sufficiently safe, especially on long-distance routes. In city traffic, however, the complexity is many times higher and the reaction times are correspondingly shorter. While autonomous vehicle guidance in intercity traffic is already possible, the safe, fully autonomous and driverless use of commercial vehicles in city traffic will only be realized later. This is another problem of the present invention.

In order to ensure a seamless transfer of the load from the aforementioned carrier vehicles in long-distance traffic to vehicles in distribution city traffic, an autonomously working or highly automated cargo transfer system must be provided at traffic junctions. From an economic point of view, the cost advantage of autonomous vehicles in long-distance transport must be maintained through automated unloading and reloading. This is the central and 3rd problem of the present invention. An even higher requirement is the problem that not only unloading and, if necessary, loading should be automated, but that the load size of a long-distance vehicle is larger than that of city and distribution vehicles.

Accordingly, the 4th problem of the present invention is to provide a transport system which enables automated splitting of the long-distance transport load. The load carriers mentioned below always also imply load carriers that are referred to as containers in the classic sense. A corresponding pre-assembly of the large charge or creating a filling option for the composite charge carrier is a further (5.) problem and is explained in one embodiment.

The international logistics industry is characterized by a large number of deviating norms and standards. For example, it is not possible to load an ISO container that is transported by ocean-going cargo ships evenly with Euro or GMA pallets, as the internal dimensions of the ISO container do not allow this. Furthermore, special chassis are required to pick up these containers at ports with heavy trucks and to transport them to transhipment points inland.

A direct transport of ISO containers into the city center is extremely cumbersome, inefficient and the load is often not sufficiently consolidated for the final delivery due to their dimensions (the load of a container is often divided into many different target areas for onward transport). As a result, the freight is transhipped in distribution centers for further transport in semi-trailers of heavy trucks or in swap bodies, which then have to be reloaded in logistics centers for final delivery in smaller vans.

This incompatibility of different transport systems is the 6th problem of the solution according to the invention. This incompatibility leads to increased complexity within supply chains (frequent handling of freight) and is therefore characterized by unnecessary costs, emissions and detours.

Various embodiments of the invention below describe dimensions that at least partially offset the incompatibility.

A further central 7th problem of the solution according to the invention is that existing transport, lifting and conveying devices can continue to be used both for ship freight, rail traffic and road freight traffic.

A lack of networking between the various market participants and limited traceability of freight leads to numerous empty runs and thus avoidable environmental pollution due to the inefficient utilization of existing means of transport. The final object of the present invention is to provide a logistics management system for the purpose of increasing transport efficiency, which enables efficient monitoring of the transported goods; enables deployment control of the vehicles and the load carriers and, above all, prevents the so-called hacking, or in other words any manipulation of the data status. In order to overcome the previously described limitations of existing transport systems, their essential components must be reconsidered:

Light, medium and heavy commercial vehicles are mainly operated with diesel engines and will therefore no longer be able to operate in inner cities in the future. They must gradually be replaced by vehicles with zero-emission drives. Innovative approaches must be found to constantly supply these vehicles with electrical energy in order to ensure high capital utilization (avoidance of long downtimes by charging batteries).

ISO containers, the essential dimensions of which have not changed since they were standardized by the International Maritime Organization in 1968, are unsuitable in future transport systems due to their inflexible use (dimensions) and lack of networking.

Light, medium-weight and heavy commercial vehicles require special mounting devices for containers or other transport containers such as swap bodies, which are not compatible with each other. Systems must be developed that are compatible with all modes of transport (deep sea and inland waterway transport, rail and road transport).

There is no uniform logistics platform that connects all market participants. Furthermore, there is no comprehensible connection between a transport service and its energy consumption. Existing billing systems in the transport sector are not transparent for the end customer and do not provide any information about the specific environmental impact of a transport. Transparent billing and tracking systems that cannot be manipulated must be developed.

The invention described in this patent attempts to overcome the essential problems of existing transport systems described above.

Only separate approaches to the individual problems could be found in the specialist and patent literature on the prior art. The following publications could be researched, in particular with regard to the charge carrier holder: With regard to the container or load carrier, the English patent application GB2560729 from 2017 should be mentioned first. It was a first attempt at a solution by the inventors of the present invention of the same name, in order to optimize the transport of containers in long-distance and local traffic. While the transport vehicles and their motorization are not discussed here, at least one load carrier group with through-loading capability using a roller door is mentioned. Neither a solution for the automation of autonomous gas exchange nor the support for electrified commercial vehicles is discussed. The connection technology using a separate frame leads to considerable additional weight and, especially in the case of a long-distance vehicle, leads to an additional component that makes it no longer replaceable for subsequent standard use without a frame. In addition, the permissible overall vehicle height may be exceeded due to the height of the connecting frame. Likewise, no suggestions for cargo tracking and cargo management are made. The proposed dimensions are also different from the dimensions of a preferred embodiment within the patent claims of the present application.

Numerous patents relate to locks which enable two containers to be connected directly to one another - i.e. without the disadvantage of a subframe. The patent specification DE 196 36 294 C1, which provides for a mechanical connection, must be mentioned here in particular. In addition, the through-loading capability using a roller door is also mentioned here. This document also only refers to a possible mechanical partial solution of the entire transport system and is also not suitable for the present application, since the fully automatic unlocking is essential for the solution according to the invention and for increasing efficiency. In addition to a lack of automation of the locking device, a lack of sensors, a lack of energy units, etc. Furthermore, standard ISO dimensions are explicitly assumed in this patent specification. Likewise, no suggestions for cargo tracking and cargo management are made.

Utility model DE 20 2007 014613 U1 is also a document that connects at least two load carrier units with one another in order to achieve ISO container dimensions. As in the previous reference, all approaches to support an electrified and/or high autonomous transport chain with energy supply, an automated load change, load management and much more

A particularly innovative patent relates to a likewise modular load carrier system, which was implemented in particular for load carriers or containers for intermodal transport with special consideration for air freight. DE 102009051 795 B3 therefore proposes smaller and lighter load carriers.

The air transport was explicitly excluded from the technical solution according to the present patent application (although possible) because from a mechanical point of view with the corresponding weight specifications of the transport goods and the stackability (high point loads, high surface pressure) the load carriers cannot reach the required weights and in particular the preferred embodiments using energy storage devices (batteries, hydrogen) are not permitted for air transport and are too heavy. Dimensions, embodiments, mechanical stability are therefore very different in DE 102009051 795 and are disadvantageous for pure ship, train and overland transport; Sensors, automatic charge change, support legs, energy units, etc. are completely missing. Since neither battery-electric nor hydrogen-powered aircraft have been technically realized at the moment, the application is not conducive to solving the problem presented at the outset. However, DE 102009051 795 is a good example of an intermodal and modular load carrier concept with a focus on air transport.

The solution according to the invention to the problems mentioned at the beginning is as follows:

In order to solve the problem of the low energy density of batteries for use in long-distance freight transport and to use the fact of the lower complexity for autonomous driving tasks on long-distance, a transport system is proposed below, which allows the use of purely battery-electric and/or manually controlled commercial vehicles in the cities in which direction fuel cell-electric or diesel-powered commercial vehicles are to be used in intercity and long-distance transport. According to the invention, a long-distance vehicle is also proposed which is battery-electric, but receives additional energy for propulsion from additional batteries of the charge carrier and can thus achieve the necessary range of a long-distance vehicle. The associated need for preferably automated load transfer and load distribution is solved as follows:

A new type of charge carrier is a central component of the solution according to the invention. The load carrier has a modular structure and can be connected to form larger units fully automatically using electrical or pneumatic locking devices. The connection of the load carrier to the chassis of the carrier vehicle also takes place automatically by means of electrically or pneumatically operated rotary locks ("twist locks"). A preferred form of application of the load carrier has support legs on the sides that can be folded down manually or automatically. The carrier vehicle can then establish a connection with the load carrier by driving under the load carrier and venting the bellows of the air suspension. Alternatively, the load carrier can be transported on carriages, such as those already in widespread use for swap bodies. The load carriers can also be picked up using external lifting devices.

A preferred embodiment is the load carrier according to the invention, which has a basic locking dimension of 5820 mm and can therefore be transported without conversion using ISO container or swap body chassis. The load carrier can be craned for use on rail vehicles and, in certain configurations, has a reinforced frame that makes it stackable, e.g. for ocean shipping.

This load carrier is characterized by the following dimensions and payload:

Length: 4,572 mm (external)

4,440mm (internal)

Height: 2,900 mm (outside)

2,440mm (internal)

Width: 2,500 mm (outside)

2,440mm (internal) Weight: 10,160 kg (maximum)

Payload: 8,000 kg (11 x 725 kg)

Loading capacity: 11 EURO pallets (1.2m x 0.8m)

The load carrier has electric roller doors on both connection sides to provide a through-loading option when 2 or 3 modules are connected together to form a larger unit. Embodiments are also being considered which have batteries, preferably in the load carrier floor, in order to enable the battery-operated transport vehicle to have a greater range and/or to be able to be charged while the customer is standing without a vehicle without generating costly vehicle downtime during the charging process. Another sub-form of this solution is loading by the customer with exactly the energy content that is required to transport this load carrier. This results in interesting new forms of accounting.

Another embodiment is a load carrier that includes hydrogen truck tanks in order to offer the corresponding advantages for the hydrogen-electric commercial vehicle. Optionally, a small fuel cell can also be used inside the container, which in turn reduces the safety requirements for the hydrogen line and enables energy to be supplied to the vehicle via power cables.

According to the present invention, the tracking of the load, the operation control and the required data security are achieved in that the load carriers, not the vehicles, are equipped with telematics modules and the data is sent or processed via blockchain technology. A preferred variant of the data structure is to map the individual components according to the material depletion of the containers or load carriers. This means that the blockchain of the overall network is lined up or composed in the same way as the entire connected container unit is composed of the individual containers. This principle also applies to the load carrier units that are located within the individual containers. The load carriers described in this patent use integrated solar-powered telematics modules which, depending on the configuration, are connected to various backup batteries and the sensors and communicate with an online platform via cellular and satellite networks to enable real-time tracking and "load matching".

The following data collection is possible:

• Global positioning using GPS, GLONASS & GALILEO with an accuracy of up to 1 m

• Recording of the events "roller door open" and "roller door closed" via door sensors

• Indoor temperature and humidity via thermometer and hygrometer

• Potential damage to cargo from impacts and impacts using piezoelectric acceleration sensors

• Weight, size and position of the container or load carrier and the respective goods.

• Freight with RFID chips can communicate with the telematics module by contactless reading and writing.

After collection, all data is compared with a server of the connected logistics platform via an LTE or satellite connection at variable sampling rates and encrypted using blockchain technology.

The telematics module is characterized by low energy consumption and can be supplied with energy from the integrated battery for several weeks.

A connection of the freight, the load carrier and the actual transport service using the Internet of Things. The aim is to network the individual components in order to provide a uniform, transparent platform for all market participants. A billing system is to be established which is based on the actual energy consumption of the transport service. Data transmission and processing using distributed ledger technology (“blockchain”) to ensure data integrity and prevent misuse by third parties.

The charge carrier has an integrated, preferably LiFeP04 (lithium iron phosphate) accumulator which is integrated into the base. This accumulator is used to supply energy to the integrated telematics module and alternatively provides energy for the battery-powered carrier vehicle.

Mono- or polycrystalline solar modules are located on the roof of the load carrier, which feed the internal battery and the integrated telematics module with energy.

According to the invention, a logistics platform with a new type of billing system is also proposed.

Each piece of freight is provided with an RFID chip, which is automatically read and written to and from the load carrier during loading and unloading. The chip contains all the data relevant to the shipment, such as sender, addressee, content, package size and weight, value of the content and information on dangerous goods. The chip must initially be written with this information when the package reaches the logistics center. As soon as the package is loaded into the load carrier, the RFID chips are written with further information:

Vehicle and driver identification, vehicle coordinates (GPS, GLONASS, GALILEO), time of loading.

This information is written and read out by an RFID transmitter and receiver unit. This unit is connected to the telematics module of the load carrier so that all information can always be called up online. A direct line of sight between the sending and receiving unit and the freight is not necessary, the reading and writing process works contactlessly at a distance of several meters.

When the cargo reaches the destination, more information is written on the chip:

Vehicle coordinates (GPS, GLONASS, GALILEO), time of discharge, average driving speed, fuel consumption (or energy consumption) of the carrier vehicle. The average fuel consumption (or energy consumption) is obtained by means of an interface with the PCU (Powertrain Control Unit) of the host vehicle. This allows for cost accounting based on running time and fuel consumption (or energy consumption) and also makes it possible to generate a driver-based eco-driving index.

All data is encrypted using blockchain technology to prevent any data manipulation. This enables a transparent billing method based on the energy consumption of the transport service and seamless traceability of the freight. Since the whereabouts of the freight and the conditions in the load carrier are always known through sensor data, cost-effective insurance of the load is possible.

The invention is explained in more detail below with reference to the exemplary embodiments illustrated in FIGS. 1-5. The features shown therein and described below can be used individually or in combination to create preferred embodiments of the invention.

Figures 1 and 2 show two different embodiments of commercial vehicles for long-distance transport. Both vehicles contain load carriers or containers (2), the vehicle (1) in FIG. 1 being loaded with four load carriers or containers and the vehicle (3) in FIG. 2 with three load carriers or containers (2).

FIG. 3 shows a medium-duty utility vehicle (4), which is preferably designed for short trips or city traffic, and two load carriers or containers (2) with which the medium-duty utility vehicle (4) is loaded.

FIG. 4 shows a light commercial vehicle (5), which is preferably designed for short trips or city traffic, and a load carrier or container (2) with which the light commercial vehicle (5) is loaded.

FIG. 5 shows preferred embodiments of a charge carrier (2).

This has support legs (6) on the sides that can be folded down manually or automatically. The carrier vehicle can then be driven under the load connection with the load carrier. Alternatively, the load carrier can be transported on carriages, such as those already in widespread use for swap bodies.

In a further preferred embodiment, the load carrier (2) is provided with roller shutters (8) on its connection side. In a further preferred embodiment, the load carrier (2) has electric roller doors (8) on both connection sides in order to offer a through-loading option when 2 or 3 load carriers are connected to form a larger unit.

In a further preferred embodiment, the load carrier (2) has an integrated telematics module including a transmitting and receiving unit using a mobile radio network (7).

In a further preferred embodiment, the load carrier (2) is equipped with integrated sensors in the interior (9).

The design features shown in FIG. 5 can be used individually or in combination.

The technical implementation of a preferred version of charge carrier coupling is described below:

In the system described here, three load carriers with a total length of 13,716 mm (45') are transported from a heavy-duty vehicle (401 GVW) to a distribution center. There the load carrier is then divided into 3 individual units of 4,572 mm (15') each. The load carrier is decoupled from the vehicle and from each other automatically with the help of electrically or pneumatically operated locks.

The individual load carriers are then picked up by medium-duty trucks (251 permissible total weight) for regional distribution. The load carrier is coupled to the vehicle automatically with the help of electrically operated locks.

Claims

patent claims 1. Autonomous and/or highly electrified transport system, consisting of a commercial vehicle for long-distance traffic (1, 3) and one or more light (5) and/or medium-heavy (4) commercial vehicles, which are preferably designed for short trips or city traffic, and load carriers and/or containers (2) which can be transferred from the long-distance vehicle to the light (5) and/or medium-heavy (4) commercial vehicle, characterized in that the commercial vehicle for long-distance transport (1, 3) uses a diesel engine or a fuel cell or batteries is operated within the vehicle and the container or load carrier (2) and/or the vehicle is controlled autonomously, whereas the medium-heavy (4) and/or light (5) commercial vehicle is operated exclusively battery-electrically or by means of a fuel cell or is controlled manually and the further the load carrier or container (2) mechanically, by means of electrical or pneumatic activi be connected to the vehicle chassis and that the load carriers or containers (2) on the long-distance vehicle (1, 3) are also connected mechanically, by means of electrical or pneumatic activation, so that the containers or load carriers (2) can be loaded to and from ships , train and long-distance vehicle can take place as a transport unit with a lifting device, and/or the transfer to the medium-heavy (4) or light (5) commercial vehicle by automated decoupling of the containers or load carriers (2) from one another and the containers or load carriers ( 2) to the vehicle (1, 3, 4, 5). 2. Transport system according to claim 1, characterized in that the containers or load carriers (2) are either provided with automatically extending support legs (6) or the transfer from the long-distance vehicle (1, 3) to the medium-heavy (4) and light (5) commercial vehicles using an external lifting device. 3. Transport system according to the preceding claims, characterized in that the containers or load carriers (2) are provided on their connection side for through-loading by means of roller shutters (8). 4. Transport system according to the preceding claims, characterized in that the containers or load carriers can be stacked via an optional frame reinforcement, e.g. for ocean shipping. 5. Transportsystemnach according to the preceding claims, characterized in that the individual containers or load carriers (2) are equipped by means of a transmitter and / or receiver unit for data transfer and thereby the container or load carrier in a central data acquisition, control, evaluation or control system are connected for efficient control of the flow of goods. 6. Transport system according to claim 5, characterized in that data processing takes place using a blockchain and that the smallest container or load carrier unit and/or a small and/or smallest transport item listed as a separate unit is provided with a blockchain and the arrangement of this blockchain within a superordinate Blockchain corresponds exactly to the material arrangement of the goods to be transported and/or load carriers or containers, in the sense that the blockchain of a goods to be transported lies within a blockchain of the container in which the goods to be transported are located, but the respective blockchain of the connected containers as a line-up analogous to the actual material arrangement form new blockchain. 7. Transport system according to one or more of the preceding claims, characterized in that the data used are used to calculate the transport costs, previously taking into account the energy consumption for transport and/or the space requirements of the goods. 8. Transport system according to one or more of the preceding claims, characterized in that the containers or load carriers are equipped with batteries and/or hydrogen pressure tanks and/or fuel cells and are therefore self-sufficient, for example for cooling purposes, and can also contribute to vehicle propulsion 9. Transport system according to one or more of the preceding claims, characterized in that the container or load carrier according to claim 8 contains an energy reserve analogous to the energy consumption for the transport of the same container or load carrier or the transport vehicle and/or make the energy loading available can be carried out in a time- and cost-efficient manner by the recipient of the goods or the owner of the container or load carrier. 10. Transport system according to one or more of the preceding claims, characterized in that the containers for European goods traffic have the following dimensions: Length: 4,572 mm (outside) and 4,440 mm (inside); Height: 2,900 mm (outside) and 2,440 mm (inside); Width: 2,500mm (outside) and 2,440mm (inside), allowing a maximum weight of 10,160kg and a payload of 8,000kg (11 x 725kg) and a loading capacity of 11 EURO pallets (1.2m x 0.8m).