Uncrewed Systems Technology 047 l Aergility ATLIS l AI focus l Clevon 1 UGV l Geospatial insight l Intergeo 2022 report l AUSA 2022 report I Infinity fuel cell l BeeX A.IKANBILIS l Propellers focus I Phoenix Wings Orca

50 Digest | Clevon 1 that we’d later unveil,” Appo says. “It was very much the ‘fail fast’ approach – we put together different versions, tested them, and when they failed we threw them away and made a better version using the lessons learned.” Agur adds, “The Clevon 1 is essentially a larger version of the 701, which fits our homologation targets, but it is still SWaP- efficient. It incorporates not only what our original team learned over time about intelligent software, the mechanics and electronics, but also contributions from new members over time. Initially none of us knew how to build four-wheeled cars, but in time we even had engineers from [high-performance sportscar manufacturer] Koenigsegg bringing in vital powertrain, structural and other expertise.” The Clevon 1’s anatomy Although Clevon is planning a smattering of minor upgrades and market-specific tweaks to the vehicle’s design, most of the architecture and parts will stay the same between versions. In particular, it will remain a four-wheeled system with a rear flatbed and a forward ‘tower’ section. At the heart of this architecture is a main computer with multiple interfaces and peripherals, managing a distributed network of embedded nodes for functions such as power, steering, navigation and so on. The network also manages a set of cameras that give a high-resolution 360 º FoV about the vehicle, as well as a forward-facing radar, for perception. These inputs are fused on board the Clevon 1, and information is transmitted to and from the vehicle using dual 4G modems on different radio access networks for data redundancy and improved reliability. “Also on the Clevon 1 is a GNSS system, which is actually managed through our network comms node, because technically it is a receiver- antenna system that communicates with satellites,” Appo says. “There is an IMU, two electric motors and inverters at the rear, and a battery pack in the middle. Beneath the front bumper is a wireless charging pad, which ensures that charging is autonomous along with the driving, and helps with work efficiency because it can recharge while being loaded or unloaded.” The payload system is the Clevon CargoBox, a 1.6 x 1.0 x 0.8 m container with 1 m 3 of storage space and up to 150 kg carrying capacity (although 100 kg is recommended). Its shutter door fastens securely to the Clevon 1’s flatbed, and it is electronically sealed so it can only be opened with a designated code. An internal camera also provides the teleoperator with a live feed of the internal cargo. Structural concept and materials In its current form, the Clevon 1 weighs 470 kg when fully loaded, and 320 kg without cargo. In operation it consumes 42 Wh/km, a low figure among goods transportation vehicles, given that some electric vans consume 1800 Wh/km. “Of course though, we might make bigger versions in the future to suit different loading or throughput requirements,” Agur says. Despite having considerable composites expertise in-house, the structure uses no carbon fibre, since carbon composite is expensive compared with other options that were available. “When we did some market research on some of our competitors in autonomous last-mile and point-to- point logistics, we found that some of their starting prices were around six or seven figures, which just won’t fly with the customers we’re courting,” Agur says. “So we couldn’t use carbon fibre if we wanted to keep costs down, and we don’t want to be one of those companies that needs billions in seed capital before they’ve even sold a vehicle. It’s far safer to be cash-positive from the start, so we keep our production costs within our ability to pay.” Instead, simplicity has been the goal for selecting materials. The vehicle’s frame is therefore made from steel parts produced in-house, and the covers are made of ABS, some of which are vacuum-moulded. “Naturally, the steel is an area where we’ll explore alternatives for saving weight in the future, but we generally opt for widely available automotive parts for ease of cost and supply, adding in extra capabilities where we can from body to wheel,” Agur says. “For instance, the Clevon 1 has 13 in [33 cm] tyres for operating throughout the year in snowy and icy conditions, which the previous versions didn’t have.” Power technologies Traction comes from two in-wheel permanent magnet hub motors at December/January 2023 | Uncrewed Systems Technology A wireless charging pad sits behind the front bumper, to allow the Clevon 1’s battery to be recharged while it is being loaded and unloaded