WO2017085315A1

WO2017085315A1 - Method and system for delivering parcels by ship

Info

Publication number: WO2017085315A1
Application number: PCT/EP2016/078310
Authority: WO
Inventors: Mathieu VEILLAUD; Antoine VINCENT; Christina YUGAY; Alexandre FILLOUX
Original assignee: Segula Engineering France; Segula Matra Automotive
Priority date: 2015-11-19
Filing date: 2016-11-21
Publication date: 2017-05-26
Also published as: EP3377402A1; FR3044136A1

Abstract

The invention provides a method for transport and delivery in an urban environment, which includes routing by ship. For each unloading site, the method includes: selecting and individually routing, by roller conveyors / conveyor belts, to an exit area (19) of a ship, one or more modules (M1, M2) inside the ship, each intended for a single receiving site; unloading said modules onto an unloading dock (SD11), via an unloading conveyor (MC1, MC2) secured to said ship, which receives each module (M, MF, MP) and deposits same on the dock, via an exit (22) having an adjustable height (H2), with an independently movable individual trolley (CH, CH1, CH2); local handling by the independent movement of said modules (M, M1, M2, MF, MP), coupling in a train of modules behind an electric urban conveyor; routing said modules (M1, M2) to said receiving sites, by road to a plurality of consecutive receiving sites (SR1, SR2); and depositing (E17, E19) at least one module (M1, M2) in each of said receiving sites.

Description

"Method and system for parcel delivery by sea transport"

The present invention relates to a method and system for transport and delivery in an urban environment, including a routing by sea. For each unloading site, it includes:

individual selection and conveyance, by roller conveyors / conveyor belts, to an exit area of a ship, of one or more modules within the ship, each intended for a single receiving site. .

- Unloading said modules to an unloading dock, by an unloading conveyor attached to said ship, which receives each module the deposit on the dock, by an adjustable height output, with a separate self-moving carriage;

local handling by autonomous movement of said modules, tackle in a module train behind an electric urban conveyor; routing said modules to said receiving sites by road to several successive receiving sites;

depositing at least one module in each of said reception sites.

It also relates to a folding and height-adjustable module unloading conveyor comprising a motorized horizontal platform ramp, and a substantially horizontal exit ramp.

State of the art

The movement of goods is a delicate problem in many cities, especially in urban centers and large cities. The problem often tends to worsen with the development of Internet commerce, or "e-commerce", which requires the delivery of many parcels sometimes of a very small individual volume in different places from one package to another .

This type of routing and delivery is done entirely by road, usually by trucks or vans, which represent a congestion and a consequent pollution even for very small package. However, this type of transport is currently the only one that allows flexibility necessary to deliver many parcels to their final recipient, whether it is the home of an individual or a business or a business.

To reduce the complexity and cost of individual deliveries and to simplify scheduling problems for non-professional recipients, deliveries are sometimes centralized in the form of local points of withdrawal, for example in local shops. But these withdrawal points are also located in the urban fabric and require road access.

Rail transport is not used for the final part of the routing because it does not allow a final flexibility.

In cities with river or sea access, naval transport is used for the transport of bulky and bulky materials, especially building materials. However, it generally requires an unloading infrastructure, and also does not allow access to reception sites located in the city. However, this type of transport often represents only a small part of the transport of goods, for example about 3% in the Seine Valley.

Improvements have been proposed in the naval transport, for example in WO2011009472. This document proposes a logistics system for moving and automated management of multi-bin containers to load a boat. These containers are prepared and filled while they are on the ground. They each have several volumes or shelves of different sizes, and are intended to be fixed together and the boat, the floor and the ceiling. When stored in the boat, these containers form a system of item storage racks that allows individual access to each item. These containers are mounted on a swivel caster chassis, which also has fork lift access. The deck of the boat is organized to leave free transport aisles, through which the containers can be towed by an autonomous traction module.

This type of solution, however, focuses more on loading than on unloading, and does not address the fate of the containers once unloaded. An object of the invention is to overcome all or part of the disadvantages of the prior art. In particular, it seeks to reduce the number and size of road vehicles used for delivery to reception points in the city, as well as the air pollution generated by these deliveries. It also seeks to maintain or even improve the ease, cost and flexibility of the process of moving goods to urban centers.

Presentation of the invention

The invention proposes a method of transporting and distributing a plurality of packages intended for different recipients, in particular in urban areas. The method includes routing the packages by sea from a loading site to one or more land disposal sites, each of which serves a plurality of destinations by land at at least a plurality of receiving sites.

According to the invention, this method comprises at least, for each unloading site, the following steps:

a selection step, programmable and arbitrarily selectable, of several modules located within a storage area of the ship, these modules each carrying a plurality of packages for the same reception site, and individual routing of said modules to an exit zone located on the ship. This selection and this routing are carried out entirely motorized, by one or more storage conveyors and selection of a type comprising a fixed base and moving parts supporting the modules to be conveyed, for example with rollers and / or treadmills,

a step of unloading said modules from said exit zone to an unloading platform, in a fully motorized manner, by at least one unloading conveyor fixed on said vessel. This unloading conveyor:

o receives each module in an input part, and

o deposits each module on said platform, by an output portion having an adjustable height, in a state where said module integrates, or is placed on, an individual displacement carriage autonomous, ie motorized and directional, preferably electric and wireless.

a local handling step within said unloading site, comprising an autonomous displacement of each of said modules, by ordering said individual carriages, to position themselves in a queue of modules positioned behind the same autonomous urban conveyor vehicle, typically of a type with human piloting and electric propulsion, thus forming a train of modules,

optionally, an automated hooking step of said modules to said urban conveyor.

a step of routing said modules to said receiving sites, towed or not, comprising a terrestrial displacement of said urban conveyor successively to several receiving sites, preferably without return to the unloading site between two receiving sites.

a step of depositing at least one module in each of said receiving sites, typically with its individual carriage.

Typically, the vessel is a river ship, that is to say, at least respond to the template called "large size", ie up to 80m by 8.50m and 1350 tonnes as accepted by the Class V waterways ; even the so-called "European" class VI and class VII (up to 12000 or even 16000 tons). Preferably, it is a river vessel of "medium size" (class III is less than 1000 tons, or even class II or less than 650 tons). However, the invention is more particularly aimed at a "small gauge" or "Freycinet" river vessel, that is to say a maximum of 38.50m over 5.05m and 350 tonnes, or at least adapted to European tracks. Class I (up to 400 tonnes).

These types of waterways and especially the small size, despite the technical constraints they impose on the design of the ship, allows easy access to many urban areas. This combination of a variety of access and independence from terrestrial infrastructure makes it possible to provide a distributed service to the ultimate recipient while effectively harnessing the economic and environmental benefits of naval particularly in urban areas. According to one particularity of the invention, the method furthermore comprises: in one or more reception sites, a step of attachment to the urban conveyor of at least one so-called recovery module also integrating, or placed on, an individual carriage autonomous. This recovery module can for example come from a previous delivery, and possibly contain packages or goods to be removed, for example for a return to the shipper or for destruction or recycling.

a transport step pulled from said recovery module by the urban conveyor to the unloading site.

Typically, the method then comprises reverse steps of autonomous local handling to the unloading conveyor, and loading on the ship by the unloading conveyor.

According to a second aspect of the invention, there is provided a system for transporting and distributing a plurality of packages intended for different recipients, arranged to implement a method as set forth herein and which comprises at least:

a vessel including one or more motorized storage conveyors and selection of a fixed type with rollers and / or treadmills, arranged to make an arbitrary and controlled selection of any module within the storage area of the ship and its routing to one or more exit areas of the vessel, in a fully motorized manner;

an unloading conveyor capable of supporting the modules from the exit zone to move them to an unloading platform at a variable height and deposit them on said platform; and

a set of motorized individual carriages, with autonomy of propulsion and orientation, preferably electric, each integrated in a module or supporting a module, within the storage area or between said storage area and the removal of said module on the unloading platform optionally, the system also comprises at least one electric urban conveyor with autonomous energy.

According to a third aspect, preferably combined with the previous ones but which can also be implemented independently, the unloading conveyor comprises a horizontal platform hoist movable along a ramp forming a climbing part (21). This mobile platform, single or multiple, is motorized to move between:

a low position in an inlet part in which it can receive a module coming from the exit zone (for example by self-propelling the module or by removal from a motorized conveyor); and

a high position in which the module it carries can be transferred to an output portion forming a substantially horizontal ramp (sufficient to allow advancement of the module by self-propulsion or by conveyor elements of rollers or treadmill type);

According to this third aspect, in that said unloading conveyor is fixed on the vessel by its motorized entry part and articulated around at least a first horizontal axis providing an adjustable inclination of the climbing part, and in particular allowing its folding on the deck of the ship in a position transverse to said ship outside periods of use. This folding preferably brings it into a substantially horizontal position, for example more or less 30 °.

Again according to this third aspect, the output portion is fixed on the upper part of the upward portion, motorized and articulated around at least a second horizontal axis, in particular parallel to the first axis, providing an adjustable angle for laying on the wharf the outer end of said outlet portion, in an unloading position where it forms a substantially horizontal outlet ramp for the removal of said modules on said wharf by rolling out of said ramp. In this unloading position, the exit portion is preferably horizontal, or sufficiently close to the horizontal to allow the modules to move without tipping, by sliding the module or by rolling its individual carriage on the exit ramp, or by moving on a roller conveyor or belt carried by said ramp Release.

According to this third, the articulation along the second axis (A22) is further arranged to allow the exit portion (22) to be folded along the upward portion, thus achieving a motorized folding of the unloading conveyor so as to retract inside the horizontal dimensions of the ship. For example, this folding of the outlet portion is by a rotation of more than 90 ° which brings its outer end over the second axis and towards the first axis.

According to still other particularities, which can be combined with one another:

According to one particular feature, one or more modules intended to be unloaded at a given unloading site are selected and conveyed to the exit zone by the storage and selection conveyor (s) during a navigation time preceding the mooring of the vessel to said site. unloading.

This navigation time can be defined here as representing the duration of travel, or of dock maneuvers or waiting before or after docking, during which unloading is not yet possible.

It is thus possible to perform part of the operations in masked time, and to reduce the time spent at the dock by the ship.

According to one particularity, at least one urban conveyor used to route the modules from a given unloading site to the reception sites it serves, is brought by the ship to said unloading site, and in particular all those used for this routing on this site. site. Optionally, the method comprises a re-embarkation of the same or urban conveyors, or a re-embarkation of others already present to replace those brought. It is thus easier to use unloaded unloading sites, or even totally unprepared and irregular or decided as needed.

According to one feature, the method comprises an electric charging of the electric batteries of all or part of the individual carriages, at the loading site or on the ship, preferably during the navigation period.

According to a feature, all or part of the individual carriages are controlled, during their autonomous local handling movement, by a human operator through a wireless remote control and with a direct external display.

According to a feature, all or part of the individual carriages are controlled, during their autonomous movement of local handling, by a human operator in subjective view through a wireless remote control including a transmission of images captured by said individual carriage.

According to a feature, all or part of the individual carriages are controlled, during their autonomous local handling movement, by an autonomous robotic controller of the artificial intelligence type, for example from captured images and / u of geographical positioning information, GPS and / or local positioning relative to one or more local tags, for example carried by the ship and / or located on the unloading site.

In addition to the features outlined here, the system incorporates technologies of known types that achieve intelligent merchandise management, module and possibly parcel, for example in the processes of sorting and selection within the ship.

Preferably, the vessel has a hybrid operation both by engine or combustion generator, for example gas, and electric propulsion, thus limiting pollution in sensitive areas.

The invention thus makes it possible to access numerous delivery points, or reception sites, with an efficiency that is similar to or better than the methods currently used, while limiting the the inconvenience caused by the initial delivery of parcels from the sorting center, for example to the loading center, by bringing to this initial phase advantages related to naval transport, in particular river and possibly maritime.

It allows cities to be decongested, avoiding trucks and large vehicles and limiting the size and number of small vehicles, as well as reducing the local air pollution created by them.

In the invention, unlike the state of the art, it will be noted that the modules that the modules integrate or use each individual autonomous trolley, which is brought and unloaded by the boat, and does not leave during all his land route. So these are modules that are unchanged on the entire treatment. They are all passive on the ship, and are all mobile on their terrestrial journey.

This combination allows a continuity in the treatment that brings a real independence vis-à-vis the terrestrial infrastructure. This provides great flexibility in the implementation of a parcel messaging service, particularly in the choice of land-based sites and in the organization and evolution of the routing circuits.

The electric propulsion of the ship allows a reduction of the noise pollution and the pollution around the quays.

Various embodiments of the invention are provided, integrating, according to all of their possible combinations, the various optional features set forth herein.

List of Figures

Other features and advantages of the invention will emerge from the detailed description of an embodiment which is in no way limitative, and the appended drawings in which:

FIG. 1 is a block diagram which illustrates a first exemplary embodiment of the invention, with modules with three closed compartments integrating their individual carriage during their storage; - FIGURE 2 is a diagram in top view, which illustrates an operation of depositing a module in a reception site consisting of an urban car-sharing area;

FIG. 3 is a perspective view in scale, which illustrates the first exemplary embodiment during an operation for depositing a module in a reception site constituted by a delivery area along the roadway;

FIGURE 4 is a perspective view on a scale of the unloading vessel, in the first exemplary embodiment; FIGURE 5 is a transparent, scale-wise perspective view showing the conveyor ship in a version with storage entirely made by conveyor accumulation, at two levels of concentric conveyors, communicating with two spiral elevator / descent mats. rolling, here presented implemented in a second embodiment where the modules are deposited on individual carts arranged on the platform;

FIGURE 6 is a variant of the vessel of FIGURE 5 in which the two levels communicate with each other by a single inclined longitudinal conveyor;

FIG. 7, FIGURE 8 and FIGURE 9 are cross-sectional views to scale, which illustrate the operation of the unloading conveyor, here presented in a third example with modules comprising a pallet load, placed on their individual trolley. during storage;

o in FIGURE 7, when unloading on a quay at a great height in relation to the water level,

o in FIGURE 8, when unloading on a platform at a low height with respect to the water level, and

o in FIGURE 9, in the folded position for navigation.

Description of an exemplary embodiment

The invention proposes an urban logistics concept conceived around a hybrid biogas / electric hybrid river shuttle, thus allowing a silent and non-polluting circulation in an urban area. This vessel NI for example has dimensions of 40m long by 7.7m wide. It has a superstructure that masks the cargo of the weather, by a cover Ni l covering the central part of the ship NI. This cover is open at the front and at the rear, and allows the access of the modules to two output zones 19, each communicating with an unloading conveyor MCI and MC2, which thus make it possible to simultaneously load or unload two modules, as shown in FIGURE 4.

The hull of the ship is for example aluminum, and its cover is made of composite materials, such as covers covering the wheelhouse and the rear of the ship. This cover Ni l preferably door solar photovoltaic panels on a surface of the order of 200m ² .

FIGURE 1 to FIGURE 4 illustrate a first exemplary embodiment of the invention, with modules with three closed compartments integrating their individual carriage permanently, including during storage.

Thus, one or more modules M 1 form a structure comprising a plurality of submodules M i 1, M 12, M 13 each defining a volume capable of receiving one or more packages.

As required, one or more modules can also form a structure defining at least one volume capable of receiving one or more packages, by means of:

several walls forming a closed and rain-proof bin M i l, M 12, M 13, or

a plurality of walls forming a closed, leak-proof and isothermal container passively or by refrigeration, or

one or more walls forming an open tray, or

a combination of several of these features on the same module.

These modules are for example used in "carsharing", that is to say made available to subscribers without them being specific owners of some of them, for example in order to easily make them available to manufacturers and traders or SMEs.

Preferably, the modules connected by wireless computer communication to one or more logistics management centers, with which they exchange information such as their geolocation, the level of charge of their battery.

The ship NI is equipped in its hold 10 with a sorting system 18, similar to postal sorting systems and using at least in part technologies, subassemblies and similar or identical elements. The sorting system 19 includes a package handling system similar to that used in warehouses. The system includes motorized and non-motorized roller conveyors and motorized belts grouped in closed circuits as shown in FIGURE 5 and FIGURE 6.

This sorting system 18 is designed to transport freight modules M, M 1 M2, for example of dimensions 1.2 m in length, 0.8 m in width and 1.7 m high.

As illustrated in FIG. 3, these modules M1 here comprise three submodules M11, M12, M11, here closed rain-proof bins, which are stacked on a carriage CH 1, preferably in solidarity with each other. all. These carriages here comprise an electric motor, a steering system, an electrical energy storage element, and an electronic control module. It can also be any known technology.

Thanks to this individual CH, CH 1 trolley, all these modules are capable of autonomous electric individual displacement in propulsion and orientation.

As illustrated in FIG. 1, the modules M, M 1, M 1, M n are filled in advance by packages C1, C2, Ci, CN, as a function of the reception sites SR1, SR2 to which these packages are a single receiving site for each module. The modules are loaded EO in any order on the ship N I in its storage area 10, which moves successively to different unloading sites SD1, SD2.

During navigation or once at an unloading site

SD1, the modules M l, M2 which are intended for it are selected in the storage area 10 and conveyed to the exit zone 19 of the ship by the sorting system 18 of the ship. Once the ship NI arrives in position at the unloading site SD1, the modules are unloaded by two unloading conveyors MCI, MC2, which deposit them on the dock SD11 of the unloading site.

Once on the dock SD11, these modules move E14 autonomously, for example to a waiting zone or SD12 docking, where they engage E15 automatically between them and behind an autonomous electric conveyor, here called urban conveyor CU 1.

According to an option described in this example, the modules are coupled together in an order provided so that, at each reception site SRI, SR2, the module or modules to be deposited M 1 at each SRI reception site are the last module or modules of the TM train. This automatic coupling operation comprises an automatic placement of the carriages, followed by a hooking operation between them and the urban conveyor CU 1, which can be performed completely independently or manually, or a combination of both.

This urban conveyor CU 1, for example a small autonomous electric utility of a known type, then takes this train of modules TM 1 to the different reception sites SRI, SR2 for which the modules M 1, M2 that it is towing are intended, in different parts of the city or neighborhood.

In each SRI of these reception sites, the concerned module (s) M1 are detached from the train TM1 and deposited on site, for example in a car-sharing area as illustrated in FIG. 2 provided or authorized for this purpose.

At each receiving site, customers later retrieve the goods and parcels inside the modules, and can reload said modules with new goods and / or returns and / or waste such as packaging.

During a next pass, the conveyor CU 1 retrieves the modules as recovery modules MR1 within its train TM l and bring them back to the river shuttle NI. The latter recover the recovery modules, for example during a next stop at the same unloading site SD1 after having deposited other modules at other SD2 unloading points in the city. Through their individual CH trolley, the modules can be remotely controlled by an operator on the platform or on the shuttle, or by a remote operator in subjective view or "First Person View", or fully robotic and autonomous.

In this example, each individual carriage CH 1, CH 2 which is part of a train of modules TM 1 being transported:

uses its engine, under the control of the urban conveyor CU1, to provide assistance with the propulsion and / or braking of said module train (for example by servocontrol); or

has a motorisation disabled or disengaged; or

presents a heterogeneous combination of these different states for several different modules Ml, M2, MR1, MR2 within said train of modules. In this first exemplary embodiment, the packages C1, C2, Ci,

They are sorted, grouped and fixed together in modules M l, Mi, Mn, each intended for the same reception site, before being loaded onto the ship N I.

In addition, the modules M, M l, M2, wholly or partially, integrate or are placed on their individual carriage CH, CH1, CH2 during storage on the selection and exit conveyor (s) 111, 112, 121, 122 , and during their unloading E13 by the unloading conveyor MCI, MC2. According to the option described here, this unloading conveyor is totally independent of the installations on the ground.

FIGURE 5 depicts the NOR shipping vessel in a preferred version, with storage fully realized by conveyor accumulation.

The sorting and selection system 18 has two levels 11, 12 of motorized roller conveyors, at least partially, communicating by two elevators / descenders 191, 192 to scroll of conveyor belt of a known type.

Conveyors could present other known similar technologies with fixed base and moving surfaces, such as treadmills or marbles, or a combination of these different types. Each level 11, respectively 12, comprises two concentric closed-circuit conveyors, 111, 112, and 121, 122. At each level 12, these concentric conveyors 121, 122 communicate with each other by a radial branch 129 served by deflection devices. or referral, here turn tables 1212 and 1221 or tables of convergence and distribution.

The exit zone 19, formed here of a roller conveyor, is served by a deflection device, here a turntable 1211.

In this example, the modules are stored, during their entire presence on the ship, by accumulation on one or more conveyors 111, 112, 121, 122 communicating with the exit zone 19. During their entire stay on the ship and once leaving the loading site SC, the modules do not undergo seizure or transfer on fixed and passive surfaces such as shelves.

FIG. 6 illustrates a variant of the ship of FIGURE 5 in which the two levels 11, 12 communicate with each other by a single inclined longitudinal conveyor 193, here with a treadmill possibly combined with rollers. Other examples of embodiments

In other examples of embodiment not detailed here, modules M 1, M2, Mi, Mn, MF, MP are formed, in whole or in part, by automated sorting and grouping of packages C1, C2, intended for the same site. receipt, inside the vessel.

The grouping carried out in the ship can go for example directly individual packages to the modules M, M l, M2. It can also go first packages lockers M i l, M 12, M 13, which are then grouped in modules.

The packages can also be pre-drilled by lockers M i l, M 12, M 13, which are then loaded onto the ship where they will be grouped into M l, M2, M modules.

The vessel then has one or more other storage areas, which feed the storage area of the modules by a sorting zone and manual grouping or by an automated sorting and grouping system, for example of a known type.

In a second exemplary embodiment, the MF modules are stored and unloaded without their individual carriage CH, which:

is disposed in the outlet area 19 of the vessel or the inlet portion 20 of the unloading conveyor, where it receives its module from the storage and selection conveyor 111, 112, 121, 122; or

is disposed (for example by a carriage conveyor) on the ramp of the outlet portion 22, where it receives its module from the up portion 21 of said unloading conveyor; or

is disposed (for example by self-propulsion) on the dock SD11 where it receives its module from the outlet portion 22 of the unloading conveyor MCI, MC2.

In FIGURE 5 and FIGURE 6, the vessel is shown implemented in this second exemplary embodiment where the modules are deposited on individual carriages arranged on the platform. MF modules are only made of freight with or without pallet, that is to say without trolley when they are in the ship. The carriages CH are arranged on the dock SD11, preferably by autonomous movement or by an unstacking distribution system. The MF modules are mounted by the rising portion 21 of the unloading conveyor MCI, and then moved by a conveyor belt of the outlet portion 22, which deposits each on a carriage CH.

Note however that this ship is identical or similar in its sorting and selection system 18 to that of FIGURE 4. The ship of FIGURE 4 can use an exit portion 22 without a treadmill, since the modules M already integrate their trolley. at this stage.

FIGURE 7, FIGURE 8 and FIGURE 9 illustrate the structure and operation of the unloading conveyor, usable in the first and second exemplary embodiments.

In these figures, it is presented in a third example with modules comprising a pallet load, placed on their individual carriage during storage; FIGURE 7 shows the unloading on a platform SDl 1 at a great height with respect to the water level NO.

FIGURE 8 shows the unloading on a platform SDl 1 at low height with respect to the water level NO.

FIG. 9 shows the MCI unloading conveyor in the folded position on the deck of the ship N I, for navigation.

As can be seen, the inclination of the climbing portion 21 can be adjusted to compensate for the differences in the height of the dock SD1 with respect to the level of the water NO, but also the variations in the depth of the ship H9 in the water according to its state of charge.

This climbing part is made for example in the form of a ladder with two lateral drawbars, which serve as moving rails for the mobile platform 23, similar to the hoists used by the movers to assemble furniture up to windows of an apartment on the floor of a building.

The urban conveyors CU1 and the modules preferably have a reduced size, in order to facilitate their circulation, for example in underground car parks and / or in pedestrian zones. In particular, their width is at most the width of a light vehicle, less than 1.90m, and possibly the width of a vehicle provided to access the pedestrian areas, for example less than 1.20m or lm. Their length is preferably sufficiently small so that they can be parked perpendicular to the sidewalk, ie for example less than 2m or even less than 1.80m. Their height is preferably less than 2m, or even less than 1.80m to allow them access to underground car parks.

Of course, the invention is not limited to the examples that have just been described and many adjustments can be made to these examples without departing from the scope of the invention.

Claims

1. A method of transport and distribution of a plurality of parcels (C1 to Cn) intended for different recipients,

said method comprising a routing (E1) of said packages by sea from a loading site (SC) to one or more unloading sites (SD1, SD2), which each serve a plurality of recipients in at least a plurality of sites receiver (SRI, SR2) characterized in that said method comprises, for each unloading site, the following steps:

a step (E12) for selecting several modules (Ml, M2, MF, MP) located within a storage area of the ship (10), each of said modules carrying one or more packages intended for the same reception site, and individually conveying said modules to an exit zone (19) located on the ship, by one or more conveyors for storing and selecting (11, 12) a fixed type with rollers and / or treadmills, fully motorized way,

a step (E13) of unloading said modules from said output zone (19) to an unloading platform (SD11), in a fully motorized manner, by at least one unloading conveyor (MCI, MC2) fixed on said ship, which unloading conveyor:

o receives each module (M, MF, MP) at an input portion (20), and

o deposits each module on said platform, by an output portion (22) having a height (H2, H2 ') adjustable, in a state where said module integrates, or is placed on, a self-moving individual carriage (CH, CH1 , CH2);

a step (E14) of local handling within said unloading site, comprising an autonomous displacement of each of said modules (M, M 1, M2, MF, MP), by controlling said individual carriages (CH), to position themselves in a line of modules (M l, M2) positioned behind the same autonomous vehicle called urban conveyor (CU l), thus forming a train of modules (TM l) coupled to said urban conveyor, a step of routing said modules (Ml, M2) to said reception sites, by a displacement (E16, E18) of said urban conveyor successively to several reception sites (SRI, respectively SR2), and

a deposition step (E17, respectively E19) of at least one module (M1, respectively M2) in each of said reception sites.

2. Method according to the preceding claim, characterized in that it further comprises:

in one or more reception sites (SRI, SR2), a latching step (E171, E191) to the urban conveyor (CU 1) of at least one integrating said resumption module (MR1, MR2), or placed on , an autonomous individual trolley, and

a transport step (E20) pulled from said recovery module by the urban conveyor (CU1) to the unloading site (SD1).

3. Method according to any one of the preceding claims, characterized in that the modules are stored, during their entire presence on the ship, by accumulation on one or more conveyors (111, 112, 121, 122) communicating with the exit area (19).

4. Method according to any one of the preceding claims, characterized in that the packages (C1, C2, Ci, Cn) are sorted, grouped and fixed together in modules (M l, Mi, Mn), each intended for the same receiving site before being loaded onto the vessel (NI).

5. Method according to any one of the preceding claims, characterized in that the modules (M, M l, M2), wholly or partially, integrate or are placed on their individual carriage (CH, CHl, CH2) during storage on the selection and exit conveyor (111, 112, 121, 122), and during unloading (E13) by the unloading conveyor (MCI, MC2).

Process according to one of Claims 1 to 4, characterized in that the modules (MF) are stored on the vessel and unloaded without their individual carriage (CH), which:

is disposed in the discharge area (19) of the vessel or the inlet portion (20) of the unloading conveyor, where it receives its module from the storage and selection conveyor (111, 112, 121,

122); or

is disposed on the ramp of the outlet portion (22), where it receives its module from the rising portion (21) of said unloading conveyor; or

- is arranged on the dock (SD11) where it receives its module from the outlet portion (22) of the unloading conveyor (MCI, MC2).

7. Method according to any one of claims 1 to 3 or 5 to 6, characterized in that the modules (M 1, M2, Mi, Mn, MF, MP) are formed, in whole or in part, by sorting and grouping automated packages (C1, C2,) for the same reception site, inside the ship.

8. Method according to any one of the preceding claims, characterized in that one or more modules (M1, M2, Mi, Mn, MF, MP) intended to be discharged at a given unloading site (SD1) are selected and conveyed to the exit zone (19) by the storage and selection conveyor (s) (111, 112, 121, 122) during a navigation time prior to vessel docking (NI) at said unloading site.

9. Method according to any one of the preceding claims, characterized in that at least one urban conveyor (CU l) used to route the modules from a specific unloading site (SD1) to the receiving sites (SRI, SR2). it serves, is brought by the vessel (NI) to the unloading site ,.

10. Method according to any one of the preceding claims, characterized in that it comprises an electric recharge of the electric batteries of all or part of the individual carriages (CH, CH 1, CH 2), on the loading site (SD1, SD2) or on the ship (NI).

11. Method according to any one of the preceding claims, characterized in that all or part of the individual carriages (CH, CH1, CH2) is controlled, during its autonomous local handling movement (E14):

by a human operator through a wireless remote control and with a direct outside view; or

by a human operator in subjective view through a wireless remote control including a transmission of images captured by said individual carriage; or

by an autonomous robotic controller.

12. Method according to any one of the preceding claims, characterized in that all or part of the individual carriages (CH 1, CH 2) included in a train of modules (TM 1) being transported:

uses its motorization, under the control of the urban conveyor (CU1), to provide assistance with the propulsion and / or braking of said train of modules; or

- has a motorisation deactivated or disengaged; or

presents a heterogeneous combination of these different states for several different modules (Ml, M2, MR1, MR2) within said train of modules.

13. System for transporting and distributing a plurality of packages intended for different recipients, characterized in that it is arranged to implement a method according to any one of claims 1 to 12, and in that includes at least:

a ship (NI) including one or more motorized conveyors (111, 112, 121, 122) for storage and selection of a fixed type with rollers and / or treadmills, arranged to make an arbitrary and controlled selection of a module ( M, MF, MP) within the ship's storage area (10) and its conveyance (E12) to one or several exit zones (19) of the vessel, in a fully motorized manner;

an unloading conveyor (MCI, MC2) capable of taking over the modules (M, MF, MP) from the exit zone (19) to move them to an unloading platform (SDl 1) at a variable height and deposit them on said platform; and

a set of motorized individual carriages (CH, CH 1, CH 2) with propulsion and orientation autonomy, each integrated into a module or supporting a module, within the storage area (10) or between said storage area and removing said module on the unloading platform.

14. System according to the preceding claim, characterized in that the unloading conveyor comprises a platform elevator (MCI, MC2) platform (23) horizontally movable along a ramp forming a climbing portion, which is motorized for move between:

a low position in an input portion (20) in which it can receive a module (M, MF, MP) from the output area (19); and

- A high position in which the module it carries can be transferred to an output portion (22) forming a substantially horizontal ramp;

in that said unloading conveyor (MCI, MC2) is fixed on the vessel (NI) by its inlet portion (20) in a motorized manner and articulated around at least a first horizontal axis providing an adjustable inclination of the part mounting (21), and in particular allowing its folding on the deck of the ship in a position transverse to said ship outside periods of use;

in that the outlet part (22) is fixed on the upper part of the mounting part (21), in a motorized manner and articulated about at least a second horizontal axis providing an adjustable angle for laying on the platform (SD1 l) the outer end (222) of said output portion, in a position or it forms a substantially horizontal ramp for the removal of said modules on said platform rolling out of said ramp; and in that the articulation along the second axis is arranged to allow the exit portion to be folded along the up portion, thus achieving a motorized folding of the unloading conveyor (MCI, MC2) so as to retract it to inside the horizontal dimensions of the ship (MC2 FIGURE 1).

15. System according to any one of claims 13 to 14, characterized in that one or more modules (M l) form a structure comprising a plurality of sub-modules (M il, M 12, M 13) each defining a volume capable of receiving one or more packages, by means of:

several walls forming a closed and rain-proof bin (M i l,

M 12, M 13), or

one or more walls forming an open tray, or

a combination of several of these features on the same module.