INTELLIGENT RECONFIGURABLE CONTAINER SYSTEM AND METHOD

Abstract

Described herein are devices and techniques for a standard-sized composite freight container, assembled from multiple composite sub-containers, whereby the assembled freight container is compliant with standard-sized freight containers, such as 20-foot and 40-foot ISO compliant single and double TEU containers. Each of the composite sub-containers is assembled from multiple panels, that can include one or more of embedded sensors, data paths, and electrical paths. Composite panels can be assembled together with screws or fasteners or flanges to form an enclosed sub-container. Such sub-containers can be joined together with screws or mechanical fasteners securely to form the standard sized freight container.

Description

RELATED APPLICATIONS

This application claims priority to U.S. Provisional Patent Application No. 61/413,945, filed on Nov. 15, 2010. The entire teachings of the provisional application are incorporated herein by reference.

BACKGROUND

1. Technical Field

This application relates generally to the field of containers. More particularly, this application relates to the technology of containers for transportation and shipping.

2. Background Information

Recent trends toward globalization have hastened the adoption of certain standards to facilitate the exchange of goods. In particular, container-based freight transport allow shippers to mange transport of a relative small number of standard sized containers, with little or no regard from what they might contain. The International Organization for Standardization (ISO) has been a leader in the development and adoption efforts of such containers. The ISO maintains standards of such general purpose and specific purpose containers, available online at www.iso.org. According to the ISO, more than five million freight containers are now in service throughout the world. Assurances that shippers will handle such large volumes of standard sized containers, has allowed shippers to invest in infrastructure that is largely tailored to such standard sized containers.

Under the ISO standards, there are five common standard lengths, 20 ft, 40 ft, 45 ft, 48 ft, and 53 ft. Container capacity is often expressed in twenty-foot equivalent units (TEU). For air transport, the International Air Transport Association (IATA) has created a similar set of standards for aluminum container sizes designed for aircraft and associated ground handling equipment. One of the benefits of such intermodal containers is that they can be loaded at one location and delivered to a destination by various modes (e.g., ship, rail, truck) without having to open the containers.

Unfortunately, even the smallest of such standardized freight containers are relatively large (e.g., starting at 20 ft). Not every situation requires such large containers, for example in shipping smaller quantities or otherwise irregular shaped items.

SUMMARY

Systems and methods are described herein for binding together more than one smaller “smart” composite container so as to produce a larger container assembly. In at least some embodiments, the bound-together container assembly conforms to a standard description of form-fit-function. For example, in shipping applications, the bound-together container assembly can be interoperable with containers generally known as ISO containers, e.g., 20 foot or 40 foot maritime containers, or with various sizes of air cargo containers, including intermodal containers.

In one aspect, at least one embodiment described herein provides a process for assembling a standard-sized composite container for maritime transport, includes preparing a plurality of sub-containers, each sub-container including a set of composite panels. At least some of the composite panels include one or more of embedded sensors, data paths, and electrical paths. The set of composite panels are fastened or otherwise joined together to form an enclosed sub-container. The sub-containers are joined together securely to form a standard ISO complain maritime shipping container.

In another aspect, at least one embodiment described herein provides a process for assembling a composite container for air cargo transport, includes preparing a group of sub-containers, each having a substantially rectangular form, composed of six composite panels with embedded sensors, data paths, electrical paths. The sub-containers each have four sides and top and bottom. Adjoining sub-containers are arranged to accommodate the interior cargo bay of an aircraft. The sub-containers can be assembled by one or more of screws or fasteners or flanges. The sub-containers are joined together with one or more of screws or mechanical fasteners to form an ISO compliant air cargo container.

In yet another aspect, at least one embodiment described herein provides a container assembly including multiple sub-containers, each including a respective set of structural panels. The structural panels are formed from composite material. The container assembly further includes means for releasably securing the multiple sub-containers together.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention is further described in the detailed description which follows, in reference to the noted plurality of drawings by way of non-limiting examples of exemplary embodiments of the present invention, in which like reference numerals represent similar parts throughout the several views of the drawings, and wherein:

FIG. 1A, FIG. 1B, and FIG. 1C present a side, top and end view of an embodiment of a container assembly.

FIG. 2 shows a schematic diagram of a side view of one embodiment of an air cargo container assembly.

FIG. 3 shows a schematic diagram of a side view of another embodiment of an air cargo container assembly.

FIG. 4 shows a schematic diagram of a side view of an embodiment of a reinforced container assembly.

FIG. 5 shows a schematic diagram of a side view of another embodiment of a reinforced container assembly.

FIG. 6 shows a schematic diagram of a side view of yet another embodiment of a reinforced container assembly.

FIG. 7 shows a schematic diagram of a side view of an embodiment of a container assembly rack system.

FIG. 8 shows a perspective view of an embodiment of a data path enabled composite structural panel for use in a sub-container assembly.

FIG. 9 shows a perspective view of an embodiment of a data and electrical power path enabled composite structural panel for use in a sub-container assembly.

FIG. 10 shows a perspective view of an embodiment of a partially assembled composite sub-container assembly.

FIG. 11 shows a perspective view of an embodiment of a partially assembled composite sub-container assembly.

FIG. 12 shows a perspective view of an embodiment of an ISO compliant container assembly including eight composite sub-containers.

FIG. 13 shows a perspective view of another embodiment of an ISO compliant container assembly including eight composite sub-containers with diagonal bracing.

FIG. 14 shows a perspective view of another embodiment of an ISO compliant container assembly including eight composite sub-containers with vertical and horizontal strapping.

FIG. 15 shows another perspective view of the container assembly shown in FIG. 14.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the following detailed description of the preferred embodiments, reference is made to accompanying drawings, which form a part thereof, and within which are shown by way of illustration, specific embodiments, by which the invention may be practiced. It is to be understood that other embodiments may be utilized and structural changes may be made without departing from the scope of the invention.

The particulars shown herein are by way of example and for purposes of illustrative discussion of the embodiments of the present invention only and are presented in the case of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the present invention. In this regard, no attempt is made to show structural details of the present invention in more detail than is necessary for the fundamental understanding of the present invention, the description taken with the drawings making apparent to those skilled in that how the several forms of the present invention may be embodied in practice. Further, like reference numbers and designations in the various drawings indicate like elements.

Systems and methods are described herein for binding together more than one smaller “smart” composite container so as to produce a larger container assembly. In at least some embodiments, the bound-together container assembly conforms to a standard description of form-fit-function. For example, in shipping applications, the bound-together container assembly can be interoperable with containers generally known as ISO containers, e.g., 20 foot or 40 foot maritime containers, or with various sizes of air cargo containers, including intermodal containers (e.g., one or more of maritime, rail, truck, air). In particular, such an assembly can be accomplished without using steel panels or steel frames. Advantages include smaller containers that are easier to manage but can be shipped in world commerce as if they were standard-sized, e.g., 20 ft, 40 ft, or air cargo or shipping containers. Additionally, substantially non-metallic, composite materials generally pass radio waves. Accordingly, wireless transducers, such as radio-frequency antennas, can be placed in or against the composite material for protection, while remaining operable for wireless operation. Still further, by excluding steel components any problems associated with bonding composite material to steel is eliminated. Additionally, smaller containers can deny an adversary the possibility of using large amounts of shielding to hide fissile material, while composite containers can be scanned more easily than steel.

Smart composite containers include provisions that can be configured to detect intrusions; to individually communicate, for example, via the Internet; and to provide support, for example, by including one or more of data and electrical power paths. In at least some embodiments, electrical power is supplied to a container from one or more outside sources. External coupling to one or more of the data and electrical power paths of a container can be accomplished, for example by an inductive coupling, an electrical connector or a combination of inductive coupling and electrical connector. In some embodiments, smart containers can be configured so that they can test or otherwise probe and/or interrogate components they contain for integrity. Such provisions can be accomplished, for example, with one or more processors adapted to execute a set of pre-programmed instructions. The instructions can implement a desired functionality, such as diagnostic assessment, interrogation, and the like. Smaller smart containers can be used to securely move the supply chain forward, for example, into deployed battlefield positions. In various applications, it can be beneficial to have smaller shipping containers, or otherwise non-standard sized shipping containers that incorporate such enhanced security features while allowing for such smaller containers to benefit from a well established global shipping infrastructure that has evolved to efficiently handle a small number of standard sized shipping containers. With respect to air cargo containers, smart containers built up from small composite containers can easily produce a final outline or envelope that conforms to the outline of a cargo airplane.

FIG. 1A, FIG. 1B, and FIG. 1C present a side, top and end view of an embodiment of a 1-TEU (twenty-foot equivalent unit, e.g., 20′×10′×8′) standard maritime container, composed of eight individual sub-containers, labeled A, B, C, D, A1, B1, C1, and D1. The sub-containers can include features to facilitate their assembly into larger structures. For example, the sub-containers can include features to facilitate alignment of stacked containers (e.g., grooves and detents, flanges, channels, tracks, and the like). Alternatively or in addition, sub-containers can include features to facilitate the use of fasteners, such as alignable apertures and/or flanges configured to accept mechanical fasteners, such as screws, clips, pins, and the like.

FIG. 2 shows the side view of an air cargo container assembly J composed of four individual sub-containers F, G, H, I arranged in a common configuration for air cargo shipment, in which the container assembly can be placed in the lower portion of an airplane fuselage, for example, against a left side of an interior portion of the air frame.

FIG. 3 shows the side view of an air cargo container assembly O composed four individual sub-containers K, L, M, and N in a common configuration for air cargo shipment, in which the container can be placed in the upper portion of an airplane fuselage, for example, against the left frame.

FIG. 4 shows an embodiment of a side view of container assembly E described in FIG. 1A, FIG. 1B and FIG. 1C, with diagonal or cross-bracing X configured to strengthen the container assembly. Preferably, such bracing can be applied to a degree such that the container assembly has substantially the same bending and compression strength as an ordinary steel container of similar proportions to the assembly. It is understood that similar bracing can be applied on one or more other surfaces, such as the top and bottom surfaces and one or more of the sides of the container. It is contemplated that in at least some embodiments, such bracing can be implemented entirely with composite material, such that a standard 20′×10′×8′ ISO container can be manufactured substantially entirely from composite material, while having at least the equivalent strength as a steel container. One or more bracing members can be flexible, such as strapping, or semi-rigid or rigid. For example, bracing members can be made from flat stock, L-bracket, I-beam, rectangular channel stock, and the like. Materials can include metals, such as steel and aluminum, composites, such as fiber-based resin composites, and combinations of the like. Such bracing members can be configured to secure upon themselves, such as strapping with a ratchet. Alternatively or in addition, bracing members can be configured to secure to the sub-containers themselves, or to a bracket or other suitable anchor.

FIG. 5 shows an embodiment of a side view of container assembly E described in FIG. 1A, FIG. 1B and FIG. 1C secured by horizontal bracing YH and vertical bracing YV as opposed to the corner bracing shown in FIG. 4. The horizontal and vertical bracing YH, YV can be implemented, for example, with flexible strapping or ribbon extending around the container and configured to be tightened with a ratchet. In some embodiments, the container includes channels or guides (e.g., grooves, notches, loops and the like) to facilitate the use of such strapping. For example, a recessed strapping guide prevents slippage of suitably tightened strapping disposed within the recessed guide. Such a recessed guide provides an additional advantage of protecting such strapping or ribbon from abrasion or similar damage during transport. Thus, when such a container is packed in close arrangement with other containers, the strapping will be prevented from frictionally engaging another container.

FIG. 6 show an embodiment of a side view an assembled container assembly, such as the one shown in FIG. 1, with the addition of slots or apertures Q in at least some of the individual sub-containers (A, B, C, D, A1, B1, C1, D1) allowing the built up container E to be moved with a forklift. FIG. 6 also shows the addition of fixtures P so that the built up container E can be moved with other loading/unloading devices, such as a dock spreader so that it would functionally interoperable with any equipment designed to accommodate a standard steel maritime container. More generally, one or more of the individual sub-containers can have one or more features to facilitate moving and/or handling of the individual sub-container, for example during assembly, and/or for moving and/or handling of the assembled sub-containers. In some embodiments, the fixtures P are compatible with corner castings and standardized rotating connectors used in securing steel shipping containers.

FIG. 7 shows an embodiment of a built-up container assembly EE. The example container assembly consists of sub-containers AA, BB, CC, DD, and sub-containers AA1, BB1, CC1, DD1 (not visible, behind AA, BB, CC, DD) stacked on top of built-up container E from FIG. 1. In the example embodiment, container E is positioned on a bottom rack R. The bottom rack R can provide features to facilitate one or more of assembly and use of the container assembly. For example, the bottom rack R can include one or more apertures to facilitate handling by equipment, such as a forklift. A rack with such features can be particularly beneficial when one or more of the sub-containers does not have such apertures.

Alternatively or in addition, the bottom rack R can include structural support, such as reinforced flooring and/or framing to support an assembly of multiple sub-containers. In at least some embodiments, the bottom rack also includes fixture compatible with corner castings and standardized rotating connector for securing steel shipping containers. Such fixtures can be used to secure the container assembly to a vehicle and/or to other shipping containers and/or other assemblies during transport.

In the particular embodiment, at least one outer surface of each of the exposed sub-containers includes one or more of embedded electrical power and data paths. In FIG. 7, EE and E, and some or all of the sub-containers in both built up containers, interconnect via electrical paths and data paths. In some embodiments, the bottom rack R includes interconnects adapted to couple to one or more of the embedded electrical power and data paths of the sub-containers. For example, the bottom rack includes an electrical coupler adapted to mate with a complementary electrical coupler of the sub-container (e.g., in a channel and groove arrangement as in a typical electrical connector). Alternatively or in addition, the bottom rack includes a wireless coupler, such as an inductive coupler adapted to inductively couple to one or more of the embedded electrical power and data paths of the abutting sub-containers.

In some embodiments, the sub-containers themselves can be configured with couplers to couple one or more of the embedded electrical power and data paths between abutting sub-containers. When coupled, one or more embedded electrical power and/or data paths are interconnected in a common network between one or more of the sub-containers, and any rack, when present.

Although a bottom rack R was described above, it is contemplated that a top rack S can be provided on top of container EE in place or in combination with the bottom rack R. Such a top rack S can have one or more of the features described above in relation to the bottom rack R. Alternatively or in addition, it is also contemplated that a side rack and/or an interstitial rack between layers of sub-containers can also be included alone or in combination with the top and/or bottom racks S, R having one or more of the properties described herein in relation to the bottom rack R.

[1] With respect to the management of container maritime traffic, using smaller containers that can be assembled into a larger, e.g., 20 or 40 foot standard container has at least the following advantages: breaking the larger, e.g., 20 foot container into multiple, say four five foot high, ten foot long, 4 foot wide, sub-containers produces a sub-container that can be loaded at a factory from the assembly line. These sub-containers can be fully loaded to the top. They can be joined together, mechanically with fasteners, such as screwed locking systems, and possibly with binding or supports. They do not necessarily have to be made into a full size container at the factory.

[2] The standard ISO container has a reinforced floor which will support the weight of the container when hoisted by a fork lift. Such a reinforced floor, however, is no longer necessary with the assembled system. In a conventional steel container, it is difficult to position cargo with a fork lift, or even by hand, near the ceiling at the rear of a standard container, or actually anywhere in the container. This problem is eliminated by the build-up system, in which the sub-containers can be loaded from the top, e.g., with a top panel removed. Of course, there are some cargos that are too large to fit in sub-containers and will only fit in larger, e.g., 20 foot containers. Thus, there will still be a need for larger, e.g., 20 foot and 40 foot, containers. These cargos can be treated as exceptions and will require possibly hand inspection. Compared with container with steel walls, the sub-containers with composite walls can be examined more efficiently for dangerous contraband. Some illustrative examples are provided as follows:

[2-a] The composite walls of a sub-container can contain dosimeter sensors or other sensors that, during the journey, can detect dangerous conditions, such as, for example, the presents of byproducts of fissile materials such as neutrons and gamma rays. This method of detection has previously been disclosed in prior patent applications by Fred Smith and Tom Hess, see for example, International Application Serial No. PCT/US08/001,394, filed on Feb. 1, 2008, and entitled “Container Security Devices, Systems, and Methods,” Published Application No. WO/2008/127495, incorporated herein by reference in its entirety. The composite containers can communicate externally, as described in this disclosure, and the results communicated to a central control facility. Further examples of such configurations are described in U.S. patent application Ser. No. 11/724,879, now issued as U.S. Pat. No. 7,576,653, incorporated herein by reference in its entirety.

[2-b] Compared with steel walls, composite walls provide significantly less interference to electromagnetic radiation as may be used by external scanning.

[2-c] The containers described in this disclosure can also be rapidly separated into sub-containers, which present a smaller volume and provide more accurate external scanning without breaking or otherwise removing or tampering with any container seals. Such a capability is useful for cargos that presented characteristics that may require further investigation.

[3] The assembled containers, with sufficient bracing, can be made as strong as a steel container without use of steel. Steel is disadvantageous because it interferes with radio waves, is very difficult to bond to composite materials, and does not lend itself to rapid and easy tear down and build up.

[4] A standard-sized freight container can be disassembled into sub-containers, which themselves can be disassembled into composite components, such as panels, frames and/or racks. Thus, tear down of a container all the way to composite panels is designed to be simple and rapid. The container assemblies can therefore be repaired and maintained at the level of a composite panel. Such containers can be shipped as a disassembled or partially assembled set of composite panels (and optionally frames and/or racks), which requires considerably less shipping space than fully assembled container. Thus, as some trade is imbalanced, assembled shipping containers (e.g., assemblies of sub-containers) can be shipped in one direction containing cargo, then disassembled and returned in a compact configuration for later reassembly.

[5] In at least some embodiments, the composite panels can have ID's which can be remotely queried without having to send the IDs or hashes of the IDs over the internet. The ID of sub-container can be considered the ID of its constituent panels, and the ID of a container can be considered the ID of its constituent sub-containers. These features are valuable from the perspective of container management and security. Further examples of such IDs are described in U.S. patent application Ser. No. 12/596,971 now published as US2010/0295679, incorporated herein by reference in its entirety. The IDs can be physical, such as human-readable labels, machine-readable labels (e.g., barcodes), radio-frequency ID (RFID) tags, and/or electrical, such as software stored in an electronically readable form, such as an electronic memory (e.g., ROM or RAM).

The composite material can include resin-based material, such as a polyester resin or epoxy resin reinforced with fibers, such as glass (e.g., fiberglass) or carbon (e.g., Kevlar). The composite material can be formed in sheets that are planar, or include a pre-form, such as an undulation or corrugation as may be beneficial to structural performance. Further examples of such constructions are described in U.S. patent application Ser. No. 12/358,132, now published as US2010/0018964, incorporated herein by reference in its entirety. The composite material of the sub-container structural panels can be fabricated to include one or more elements within the panels, such as embedded electrical power paths, data paths, electronic devices, such as processing devices and/or data communications devices, and/or storage devices. Alternatively or in addition, embedded devices can include sensors, such as electrical sensors, optical, sensors, physical sensors (e.g., temperature, pressure, humidity, altitude, position (e.g., GPS), orientation, and dosimeter type sensors which provide enhanced sensitivity when the sensors have hours or days to record sensed conditions. Alternatively or in addition, embedded devices can include sensors configured to detect the presence of a target material, such as dosimetric sensors as may be useful in detecting the presence of radioactive material. Further examples of such configurations are described in U.S. patent application Ser. No. 12/596,967, now published as US2011/0095887, incorporated herein by reference in its entirety.

One or more of such devices can be interconnected within a single structural panel, for example, forming a network of one or more of sensors, data processors, storage devices, data communication devices, electrical power and data paths configured to interact in a coordinated manner, for example, establishing and monitoring integrity of an associated sub-container.

Alternatively or in addition, one or more of the structural composite panels of each sub-container can include a breach-detection system. Such a system can include a grid of electrical and/or optical fibers embedded within the structural panel. The grid can be energized or otherwise powered by a source, for example transmitting a pulsed signal onto the grid. One or more sensors can be included and in communication with the grid to detect physical interruption or reconfiguration of the grid as may be caused by a physical breach of the structural panel. Further examples of such configurations are described in U.S. patent application Ser. No. 12/358,132, now published as US2010/0018964, incorporated herein by reference in its entirety.

In at least some embodiments, the structural composite container panels include power source, such as batteries and/or a network of intelligent agents. Such panels can be configured to communicate panel-to panel, for example, through electrical and/or optical connectors that mate during assembly, or through wireless communications. Alternatively or in addition, the structural composite panels can be configured to communicate with external entitles, such as controllers and/or databases, via a network, such as the Internet. Further examples of such configurations are described in U.S. patent application Ser. No. 10/600,738, now issued as U.S. Pat. No. 7,475,428, incorporated herein by reference in its entirety.

Intelligent agents, when provided, can be configured to detect attacks and/or check on one another. For example, discovery of a missing agent can be considered evidence of an attack. In at least some embodiments, such agents, upon discovery of a potential compromise or attack, can initiate destruction of at least a portion of a system configuration, such as cryptographic material, to prevent return of the system to a pre-compromise/attack configuration or state.

Such intelligent agents can communicate with other similar agents, for example, through a composite panel infrastructure described above. The other agents can include agents in other structural panels of a common sub-container. Alternatively or in addition, the other agents can include agents in other sub-containers of a common container assembly, or even in other container assemblies.

In some embodiments, the intelligent agents are configured to set up an encrypted network among themselves by exchanging, for example, asymmetric keys and then session keys. Key exchange can be periodically strobed. In a factory, for example, intelligent agents can be provided with cryptographic material, which can be destroyed when an intrusion or other attack is detected. A composite panel, for example with such a capability, can not be restored to a pre-attack state if cryptographic material is destroyed. Such destruction of cryptographic material can be through physical means, such as kinetic or chemical techniques and/or through electronic, magnetic, or electromagnetic means. Remote intelligent agents can test for cryptographic material, for example, by a random question and answer method so that cryptographic materials or hashes of cryptographic materials are not sent, even encrypted, over the Internet.

FIG. 8 shows a perspective view of an embodiment of a data path enabled composite structural panel 100 for use in a sub-container assembly. The panel 100 includes one or more angels 102 and an embedded data path 104. The embedded data path 104 provides means for the one or more angels to be networked together. In at least some embodiments, the angels 102 of one composite panel 100 are networked with angels of an adjacent composite panel. Such networking can be accomplished by embedded data paths 104 in each of the respective adjacent panel, with a suitable bridge or connector providing connectivity between data paths 104 of adjacent composite panels 100.

As used herein, the term “angel” refers generally to a computer module that acts as an agent, for example, communicating with a remote sever. Such agents can communicate using encrypted packages for which associated encryption keys can be periodically strobed. In at least some embodiments, such agents are implemented as an Anonymous Networked Global Electronic Link (ANGEL). Anonymous refers to client-server operation in which the location of the server is known only to the agent (i.e., the ANGEL). In some embodiments, such ANGELs are implemented in a single processor is an agent that can be installed only once, in a predefined location and can be run only once from a predefined target. Alternatively or in addition, a parallel ANGEL is implemented in a multi-processor an ANGEL that is located in a share directory on a cluster, and is executed from the share directory by the various nodes in the cluster.

FIG. 9 shows a perspective view of an embodiment of a data and electrical power path enabled composite structural panel for use in a sub-container assembly. The panel 120 includes one or more angels 122, an embedded data path 124, and an embedded electrical path 126. The embedded data path 124 provides means for the one or more angels 122 to be networked together. In at least some embodiments, the angels 122 of one composite panel 120 are networked with angels of an adjacent composite panel. Such networking can be accomplished as described above. Alternatively or in addition, the angels 122 of one composite panel 120 can be powered by the electrical power path 126. In at least some embodiments, power continuity can be provided between each of the respective adjacent panels, with a suitable bridge or connector providing connectivity between power paths 126 of adjacent composite panels 120.

FIG. 10 shows a perspective view of an embodiment of a partially assembled composite sub-container assembly 140. The partially assembled sub-container 140 includes a floor panel 142, left and right side panels 144, 146, and a rear panel 148. Preferably, such partially assembled container facilitates loading of the container, in the illustrative example, allowing unrestricted access from in front of and above the sub-container 140. Beneficially, one or more of the remaining panels of the sub-container 140 (i.e., the front and top panels, not shown), can be assembled during or after the container is loaded. Similar benefits are realized during unloading of such sub-containers 140, in which one or more of the panels can be selectively removed before or during unloading.

In factories, for example, such partially assembled composite sub-containers can be securely provided with container panels having IDs. Such container panels can securely obtain and store hashes from components. Such provisions allow for in depot and in the field checking for container intrusions and/or authenticating shipped components through such provisions as hashes and riddles.

FIG. 11 shows a perspective view of an embodiment of a partially assembled composite sub-container 160 assembly. In the illustrative example, the sub-container has five sides, missing only the top panel, which can be assembled to the container in preparation for shipping. Also visible within the open sub-container 160 are components being shipped 162, 164.

FIG. 12 shows a perspective view of an embodiment of an ISO compliant container assembly 200 including eight composite sub-containers 202.

FIG. 13 shows a perspective view of another embodiment of an ISO compliant container assembly 210 including eight composite 212 sub-containers with diagonal bracing 214.

FIG. 14 shows a perspective view of another embodiment of an ISO compliant container assembly 220 including eight composite sub-containers 222 with vertical and horizontal strapping 224. FIG. 15 shows another perspective view of the container assembly 220 with an outer surface removed to reveal internal intrusion detection grids, electrical and data paths.

Whereas many alterations and modifications of the present invention will no doubt become apparent to a person of ordinary skill in the art after having read the foregoing description, it is to be understood that the particular embodiments shown and described by way of illustration are in no way intended to be considered limiting. Further, the invention has been described with reference to particular preferred embodiments, but variations within the spirit and scope of the invention will occur to those skilled in the art. It is noted that the foregoing examples have been provided merely for the purpose of explanation and are in no way to be construed as limiting of the present invention.

While the present invention has been described with reference to exemplary embodiments, it is understood that the words, which have been used herein, are words of description and illustration, rather than words of limitation. Changes may be made, within the purview of the appended claims, as presently stated and as amended, without departing from the scope and spirit of the present invention in its aspects. For example, reference to shipping or shipping containers includes all modes of transportation, such as maritime, rail, trucking and air. Further, any reference to container used herein, with or without reference to “smart” includes so-called smart containers including one or more of any of the features described herein alone or in combination, as well as equivalents thereto.

Although the present invention has been described herein with reference to particular means, materials and embodiments, the present invention is not intended to be limited to the particulars disclosed herein; rather, the present invention extends to all functionally equivalent structures, methods and uses, such as are within the scope of the appended claims.

Claims

1. A method of assembling a standard-sized composite container for maritime transport, comprising:

preparing a plurality of sub-containers, each sub-container comprising a plurality of composite panels, at least some of the composite panels including one or more of embedded sensors, data paths, electrical paths and fastening together the plurality of composite panels together to form an enclosed sub-container;

joining the sub-containers of the plurality of sub-containers together securely to form a standard ISO complain maritime shipping container.

2. The method of claim 1, further comprising embedding an antenna in a composite wall of one or more sub-containers of the plurality of sub-containers.

3. The method of claim 1, further comprising stacking several such assembled standard-sized composite containers on top of one another, thereby forming a stack of assembled containers.

4. The method of claim 1, further comprising rapidly disassembling the stack of several assembled standard-sized composite containers into sub-containers.

5. The method of claim 1, further comprising rapidly disassembling each sub-container into composite panels.

6. The method of claim 1, further comprising rapidly assembling a plurality of composite sub-containers.

7. The method of claim 1, further comprising bracing the sub-containers together so as to meet ISO strength requirements.

8. The method of claim 7, wherein bracing comprises application of strapping to the plurality of sub-containers.

9. A method of assembling a composite container for air cargo transport, comprising:

preparing a plurality of sub-containers, each having a substantially rectangular form, composed of six composite panels with embedded sensors, data paths, electrical paths, having four sides and top and bottom and adjoining sub-containers that accommodate the interior cargo bay of an aircraft, that can be assembled by one or more of screws or fasteners or flanges;

joining the sub-containers of the plurality of sub-containers together with one or more of screws or mechanical fasteners to form an ISO compliant air cargo container.

10. The method of claim 9, further comprising embedding an antenna in a composite wall of one or more sub-containers of the plurality of sub-containers.

11. The method of claim 9, further comprising stacking several such assembled standard-sized composite containers on top of one another, thereby forming a stack of assembled containers.

12. The method of claim 9, further comprising rapidly disassembling the stack of several assembled standard-sized composite containers into sub-containers.

13. The method of claim 9, further comprising rapidly disassembling each sub-container into composite panels.

14. The method of claim 9, further comprising rapidly assembling a plurality of composite sub-containers.

15. The method of claim 9, further comprising rapidly and easily disassembling composite panels into sub-containers composite panels into sub-containers.

16. The method of claim 1, further comprising bracing the sub-containers together so as to meet ISO strength requirements.

17. The method of claim 1, wherein bracing comprises application of strapping to the plurality of sub-containers.

18. A container assembly comprising:

a plurality of sub-containers, each comprising a respective plurality of structural panels formed from composite material; and

means for releasably securing the plurality of sub-containers together.

19. The container assembly of claim 18, wherein at least one of the structural panels of at least one of the plurality of sub-containers comprises an electrical device at least partially embedded within the composite material.