System for moving goods inside an aircraft, transport vehicle, locking device and operating method

Abstract

A system for moving cargo within an aircraft includes: a cargo hold floor; at least one roller conveyor including a plurality of rollers arranged sequentially in the cargo hold floor, the rollers defining a plane of movement for the cargo; at least one guide rail provided in the cargo hold floor and extending parallel to the at least one roller conveyor; at least one transport vehicle releasably accommodated in and movable along the guide rail; and at least one locking device designed to lock relative movement of the cargo with respect to the at least one roller conveyor in a locked position in directions parallel and perpendicular to the plane of movement, and to allow relative movement in a released position, the locking device being designed to be actuated by the transport vehicle in the guide rail to move the locking device from the released position to the locked position or from the locked position back to the released position. This disclosure also provides a transport vehicle, a locking device, and a method for operating the above-described system.

Description

Technical Field

[0001] This invention relates to a system designed for use within the cargo hold of an aircraft for moving cargo, as well as a locking assembly and a transport vehicle for such a system. The invention also relates to a method for operating a system for moving cargo within an aircraft. Background Technology

[0002] In cargo or passenger aircraft used for transporting goods, so-called Unit Load Devices (ULDs) are typically stored in standardized containers or on standardized racks. To enable movement of the ULDs within the aircraft's cargo hold, roller conveyors are usually integrated into the cargo hold floor. These roller conveyors, depending on their design, can allow for orientation-dependent or orientation-independent movement of the ULDs. For example, a cargo hold equipped with such roller conveyors is described in EP 1 527 993 B1. The ULDs can be moved manually along the roller conveyors. Alternatively, an electric drive system with a Power Drive Unit (PDU) can be provided within or alongside the roller conveyors, enabling automated movement of the ULDs within the cargo hold.

[0003] It is also known that a transport vehicle is provided, in addition to or in addition to a possible PDU, which enables the ULD to move along the roller conveyor and parallel to the cargo hold floor. Such a transport vehicle essentially only bears the reaction force or inertial force that occurs during the movement of the ULD, while the significantly higher gravity is borne by the roller conveyor.

[0004] For example, a solution is known from DE 10 2013 003 849 A1 in which a transport vehicle is positioned below cargo arranged on a roller conveyor. The platform of the transport vehicle is then raised to make contact with the cargo and enable movement. Transport vehicles movable by means of an external winch are also known from US 4 170 292 A and DE 2 735 737 A1, which selectively contact cargo arranged on a roller conveyor to move the cargo parallel to the cargo hold floor.

[0005] When cargo, especially in ULD form, is loaded into and arranged within the cargo hold, it is essential to ensure that the cargo remains in its intended position during transport. This is particularly relevant for aircraft cargo holds where the cargo or transported goods are subjected to significant forces and impacts during takeoff and landing. To maintain the cargo in its intended position, locking devices are known, which are either fixed to the cargo hold floor or integrated into roller conveyors within the cargo hold. These locking devices are either manually actuated or actuated by an actuation system with an electric motor associated with each locking device. The electric motor must be connected via cables to a power source and a control device. This significantly increases the weight and complexity of the system. Summary of the Invention

[0006] The purpose of this invention is to provide a system for moving cargo within an aircraft, which enables efficient loading and locking of cargo and / or efficient unloading and release of cargo in the cargo hold.

[0007] The objective is achieved by a system for moving cargo within an aircraft and a method for operating such a system, according to the present disclosure.

[0008] The solution of the present invention will now be described with reference to its application in aircraft. However, it is equally conceivable to use the system in stationary storage areas, such as storage warehouses.

[0009] A system for moving cargo within an aircraft includes a cargo hold floor. The cargo hold floor can comprise any suitable material for bearing the weight of the cargo, such as metal, plastic, or composite materials. Cargo can comprise standardized containers or racks in the form of ULDs, but can also comprise any other transportable cargo. The terms "cargo hold" and "cargo hold floor" can refer to areas or sections of an aircraft specifically provided for transporting cargo. The terms can also refer to areas that are permanently or flexibly modified for this purpose. It is also conceivable that the system is located within the passenger area of ​​the aircraft or that a corresponding system is modified for the passenger area of ​​the aircraft. This can include, in the structure, components of roller conveyors as described below, which are also used for securing seating areas.

[0010] The system also includes at least one roller conveyor having a plurality of rollers arranged sequentially within the cargo hold floor. The roller conveyor can be configured to move cargo in a direction parallel to the surface of the cargo hold floor. The rollers of the at least one roller conveyor can have any suitable shape, such as cylindrical or spherical. They can also be arranged such that cargo disposed thereon can be moved in a direction parallel to the surface of the cargo hold floor. The dimensions of the rollers of the at least one roller conveyor are preferably set such that the cargo disposed thereon is positioned sufficiently far from the surface of the cargo hold floor to achieve frictionless movement of the cargo parallel to the surface of the cargo hold floor. The roller conveyor may also have track or frame elements that support the rollers. The track or frame elements can be constructed in the form of elongated profiles. The track or frame elements can be mounted on the cargo hold floor.

[0011] When the system is used in an aircraft, the at least one roller conveyor and / or the rollers arranged therein can also be arranged such that movement of cargo, particularly along the longitudinal axis of the cargo hold or the longitudinal axis of the aircraft, can be achieved. Accordingly, the rollers of the roller conveyor can generally be arranged sequentially along the longitudinal axis of the cargo hold or the longitudinal axis of the aircraft.

[0012] Furthermore, at least one guide rail is provided within the cargo hold floor. The guide rail extends substantially parallel to the at least one roller conveyor. Here, the roller conveyor and guide rail can have any desired straight or curved shape. Particularly when the system is used within an aircraft, the roller conveyor and / or guide rail can extend substantially straight to allow cargo to move straight parallel to the roller conveyor and guide rail. In one embodiment, the guide rail can be defined by two adjacent and substantially parallel roller conveyors. In this case, the guide rail is arranged between and defined by the sidewall portions of the two adjacent roller conveyors.

[0013] The guide rail may have a bottom region, which may include a flat bottom surface and may extend substantially parallel to the surface of the cargo hold floor and / or the cargo movement plane defined by the roller conveyor. The bottom region may define the movement plane of the transport vehicle, as described below. Furthermore, the guide rail may include sidewall regions that may extend substantially parallel to each other and / or be arranged at an angle relative to the bottom region, preferably approximately 90°. The sidewall portions may also extend substantially parallel to the movement axis of the transport vehicle and / or be defined by roller conveyors adjacent to the sidewalls.

[0014] The guide rail may include materials similar to the cargo hold floor, especially materials that allow the transport vehicle to move along the guide rail with minimal loss, such as metal, plastic or composite materials.

[0015] The system for moving goods also includes at least one transport vehicle detachably housed within and movable along the guide rails. The term "detachable" here specifically indicates the possibility that the transport vehicle can be easily removed or taken out of the guide rails, and preferably includes situations where the transport vehicle can be removed from the guide rails without additional disassembly steps on the transport vehicle and / or the guide rails (i.e., removed without disassembly). For example, removal from the guide rails can be achieved by automatically or manually adjusting the holding or guiding elements of the transport vehicle, without having to completely remove such elements. As a result, the transport vehicle can thus be arranged within the guide rails with minimal effort for loading and / or unloading of cargo holds. For maintenance purposes and / or when such loading processes are completed, the vehicle can be removed from the guide rails again.

[0016] The transport vehicle generally enables efficient movement of goods, allowing for rapid loading and unloading of cargo holds. Similarly, the transport vehicle can partially or completely replace the drive rollers (PDUs) provided for moving goods, thereby reducing costs and overall weight. Instead, the transport vehicle can be loaded into the rails only as needed and removed again after the goods movement is complete, without unnecessarily increasing the overall system weight. However, it is also conceivable to retain the transport vehicle within the rails for extended periods. When used in aircraft, this, for example, allows the unloading process to begin immediately after landing. The use of the driven, rail-integrated transport vehicle of the present invention only offers a significant weight advantage over PDUs distributed over a large area within the cargo hold when retained within the rails for such extended periods.

[0017] Relatedly, the guide rails allow the transport vehicle to move along a preferred axis of motion or trajectory in a standardized, fast, and reliable manner. Additionally, the guide rails provide free space within which the transport vehicle can be arranged and moved to be positioned on the roller conveyor below the cargo. This increases design flexibility during transport vehicle construction, allowing the vehicle to be optimized in terms of weight, technical functionality, and cost.

[0018] The transport vehicle may also have a coupling assembly designed to selectively connect the transport vehicle to cargo arranged on a roller conveyor, thereby enabling the cargo to move in accordance with the movement of the transport vehicle. The coupling assembly may also have at least one coupling element that moves between a first working position and a second working position of the transport vehicle, located below the cargo arranged on the roller conveyor. In the second working position, the coupling element engages with the cargo such that the cargo can be moved together with the transport vehicle. In other words, assuming the transport vehicle is coupled to the cargo via the coupling element in its second position, the transport vehicle can push and / or move the cargo along the roller conveyor through the cargo hold. In the second position, the coupling element extends from the transport vehicle beyond the plane of cargo movement defined by the rollers (i.e., beyond a virtual plane defined by the rollers and corresponding to the plane where the cargo contacts the roller conveyor) to interact with the cargo positioned on the rollers. For example, the coupling element may directly or indirectly contact the cargo, such that movement of the transport vehicle along the guide rails is transmitted to the cargo. Accordingly, the cargo can move with the transport vehicle along the guide rails and parallel to the surface of the cargo hold floor.

[0019] In its first position, the connecting element can be arranged such that it does not substantially protrude from the guide rails and beyond the cargo hold floor. For example, it can be at a distance from or below the plane of cargo movement defined by the rollers, in which the cargo contacts the roller conveyor. In this position, the transport vehicle can move along the guide rails and be positioned below the cargo without contacting it.

[0020] However, the connecting element can be designed such that at least a first section of the connecting element extends from the transport vehicle toward the cargo in its second working position to establish a connection between the cargo and the transport vehicle. This allows for the highly reliable transmission of thrust to the cargo as the transport vehicle moves within the guide rails. For example, viewed along the axis of motion of the transport vehicle, this can create a (direct or indirect) form fit between the cargo and the transport vehicle. In this regard, the first section of the connecting element can particularly mate with a sidewall region of the cargo, which extends at an angle from the bottom section of the cargo facing the roller conveyor. The sidewall region can also include the lower edge region of the cargo (e.g., in the form of a transition zone between the sidewall and the bottom). The first section of the connecting element can be designed as a plate-like element to provide a sufficiently large contact area for the cargo. The first section can extend substantially perpendicular to the plane of motion of the transport vehicle and / or toward the transport vehicle surface of the cargo in the second working position. The connecting element of the transport vehicle has a second section arranged at an angle and preferably substantially perpendicular to the first section. This allows the first and second sections to be configured in the second working position of the connecting element to clamp the lower edge region of the cargo.

[0021] Because the cargo can be supported on the roller conveyor, the transport vehicle does not need to be designed to bear the full weight of the cargo. Therefore, the transport vehicle can be designed to be lighter and more cost-effective. The connecting elements can be designed, for example, as flat plates or pressure plates, configured to be preferably pressed against the bottom surface of the cargo in its second working position to generate friction and thus transmit the kinetic force of the transport vehicle to the cargo. The advantages of this are as follows: the transport vehicle can be easily coupled with many different cargoes without requiring specific precautions on the cargo and / or the transport vehicle, for example, in the sense of standardized connection points. The transport vehicle can be designed at least to temporarily raise the cargo above the roller conveyor so that the cargo can move at least a limited distance along the cargo hold floor without additional structural support. The transport vehicle generally includes multiple connecting elements arranged and distributed on the transport vehicle such that they can alternate with predetermined areas of the cargo to be accommodated.

[0022] The transport vehicle also includes a drive mechanism for moving the vehicle along guide rails. The movement of the transport vehicle preferably occurs in two directions along a motion axis that substantially follows the direction of the guide rails. In other words, the drive mechanism allows for independent or automatic movement of the transport vehicle without manual assistance, such as manual pushing. By directly mounting the drive mechanism on the transport vehicle, adjustments that might be necessary to move the transport vehicle within the cargo hold and, in particular, the guide rails, can be reduced and perhaps even eliminated entirely. Consequently, the retrofit cost of equipping the cargo hold with the system of this invention can be reduced.

[0023] The transport vehicle may include an electric motor, which generally allows for reliable, precise, and predictable movement of the transport vehicle while reducing its structural size and weight. For this purpose, the electric motor can draw current from a suitable energy-accumulating battery, preferably a battery also arranged in the transport vehicle and moving with it. Alternatively or additionally, the electric motor may draw power via a non-contact current transmission system at least partially arranged within guide rails.

[0024] The drive unit may further include at least one drive roller, drive wheel, drive ball, drive chain, or drive belt, which abuts against an adjacent section, such as a sidewall section or bottom section, of the guide rail. The term "roller" in this invention can also generally refer to a spherical, disc-shaped, thin-walled wheel or ball. The drive unit may also include drive gears, pinions, etc. The guide rail may have sections with corresponding shapes, such as racks fixed to the bottom section and opposite the transport vehicle. To guide the transport vehicle along the guide rail, a track may be provided, extending along the guide rail and preferably parallel to at least one roller conveyor. The transport vehicle may also have receiving sections, for example, in the form of recesses, openings, etc., in which the track can be accommodated. The receiving sections may also be designed as tunnels to allow the transport vehicle to move along the track. The drive unit of the transport vehicle may also have driven elements (e.g., rollers, wheels, balls, chains, or belts) that abut against and / or directly contact the track. The driven elements may be pre-tensioned to the track, for example, by a spring. In this way, kinetic force can be generated, which presses the transport vehicle against the track and thus the guide rail.

[0025] The transport vehicle may also have at least one transport unit on the surface opposite to the cargo, arranged on at least one roller conveyor. The transport unit may have one or more undriven ball units or rollers, including so-called omnidirectional rollers. The transport unit can allow the cargo to move along the transport vehicle (e.g., along the transport vehicle and / or laterally to the transport vehicle). This is particularly useful when the coupling components are not actuated and the cargo is not engaged. The roller units or ball units may also be actively driven, for example, by means of an electric drive unit. The corresponding drive unit can be useful when the transport vehicle is arranged near the cargo door and the cargo must first move laterally to at least one roller conveyor, guide rail, or even laterally to the transport vehicle.

[0026] The system also includes at least one locking device. The locking device can be selectively engaged (indirectly or directly) with the cargo to lock the cargo in its position relative to the roller conveyor. The locking device is designed to lock the relative movement of the cargo with respect to the at least one roller conveyor in its locked position in a direction parallel to the plane of motion and in a direction perpendicular to the plane of motion, and to allow relative movement of the cargo in its released position. The at least one locking device is also designed to be actuated by a transport vehicle within the guide rail to...

[0027] - The locking device moves from the released position to the locked position, or

[0028] - The locking device moves from the locked position back to the released position.

[0029] The locking device is therefore designed to lock the cargo in its predetermined position in two directions. The locking device locks the cargo in a direction perpendicular to the plane of cargo movement and in a direction parallel to the plane of movement. Thus, cargo, such as a ULD, can be held in its predetermined position in both directions by a single locking device. The direction parallel to the plane of cargo movement can correspond to the direction of the cargo hold floor or the longitudinal axis of the cargo hold.

[0030] The transport vehicle can automatically perform cargo transfer and locking / unlocking, thereby enabling efficient loading and unloading of cargo holds. To this end, the transport vehicle can receive, in advance or in real-time, corresponding instructions regarding the required cargo movement and locking device actuation via a control device. This control device can be integrated into the transport vehicle. Additionally, the transport vehicle can communicate alternatively or additionally with external control devices.

[0031] At least one locking device may have at least one actuating device. The at least one actuating device may be arranged at least segmentally within the guide rail. The at least one actuating device may be actuated within the guide rail by at least one transport vehicle to move the locking device from a released position to a locked position and back to a released position. The transport vehicle may move cargo in its predetermined position along at least one roller conveyor within a cargo hold and actuate the actuating device of the locking device to lock the cargo in its predetermined position. The actuation process of the actuating device by the transport vehicle can be carried out entirely within the guide rail. In other words, the actuation performed by the transport vehicle is not only for locking within the guide rail (moving to the locked position) but also for releasing within the guide rail (returning to the released position). For example, it is not necessary to have devices on the transport vehicle that protrude from and / or overlap with the roller conveyor to actuate the locking device. The guide rail may, for example, be defined by opposite sidewalls of two roller conveyors.

[0032] The advantages of using an actuation locking device within the guide rail are that the actuation device cannot be obstructed by cargo or other components within the cargo hold. The actuation device within the guide rail is always accessible to and can be actuated by the transport vehicle. Consequently, efficient loading and unloading of the cargo hold is ensured because the actuation device is located within the guide rail.

[0033] The actuation device may be arranged below the contact plane between the rollers of the at least one roller conveyor and the goods on the at least one roller conveyor. The contact plane between the rollers and the goods may be defined substantially by the outer surface of the rollers that contact the goods.

[0034] The actuating device can be designed such that it performs a predetermined movement pattern to actuate the locking device. The predetermined movement pattern is used to actuate the locking device to a locked position and to actuate the locking device to a released position. The predetermined movement pattern can be, for example, a rotational movement. The rotational movement can occur in two opposite directions. A rotational movement in one direction can correspond to the locking device moving to the locked position. A rotational movement in the opposite direction can correspond to the locking device moving back to the released position. For example, a clockwise rotational movement can correspond to the locking device moving to the locked position, while a counterclockwise rotational movement can correspond to moving back to the released position.

[0035] The actuating device may have at least one actuating section. The actuating section may be arranged within the guide rail. The actuating section may be designed with a contour or shape. For example, the actuating section may be designed in the form of a screw head (such as a Phillips head, slotted head, or hex head) or may be designed to have a recess, such as a socket wrench (such as an internal hex wrench or a box wrench). The transport vehicle can engage the actuating section and actuate the locking device via the actuating device. Once the transport vehicle and the actuating section of the actuating device are engaged, the transport vehicle may, for example, rotate, thereby moving the locking device to the locked position or back to the released position. Therefore, a purely mechanical interface can be obtained between the transport vehicle and the locking device through the actuating device, enabling reliable actuation of the locking device.

[0036] The locking device may have at least one locking claw. The at least one locking claw may be arranged within the roller conveyor. Therefore, the at least one locking claw may be positioned between adjacent rollers of the roller conveyor. The locking claw may pivot about at least one pivot axis from a release position to a locking position and back. If the actuation device of the locking device is actuated, the locking claw either pivots to the locking position or pivots back to the release position. In the release position, the locking claw may be fully accommodated within the roller conveyor. In the release position, the locking claw is located below the contact plane between the roller and the cargo, thus not obstructing the movement of the cargo. The locking claw may be designed to lock the cargo in its predetermined position in two directions. The locking claw may lock the cargo not only longitudinally (aircraft X-axis direction) of the cargo hold but also vertically, i.e., in a direction perpendicular to the plane of motion (aircraft Z-axis direction). The pivot axis of the at least one locking claw may extend parallel to the rotation axis of the roller conveyor. The pivot axis of the at least one locking claw may therefore extend perpendicular to the longitudinal axis of the cargo hold and also perpendicular to the direction of movement of the transport vehicle within the guide rail.

[0037] The actuating device may have a connecting section. Through the connecting section, the actuating device can be connected to the at least one locking pawl. The connecting section may extend at least segmentally along the pivot axis of the at least one locking pawl. The connecting section may be designed in the form of a shaft, column, or rod. The connecting section may be designed such that rotational movement of the actuating element achieves pivotal movement of the locking pawl. The connecting section may be segmentally received within the opening of the locking pawl. The connecting section may be connected to the locking pawl by, for example, a connecting device in the form of a screw or pin. The connecting section may extend through an opening in the sidewall of the roller conveyor. The actuating section may be arranged on one side of the roller conveyor sidewall, while the connecting section may be connected to the at least one locking pawl on the opposite side of the sidewall. In other words, the connecting section may be guided through the opening in the sidewall of the roller conveyor and connected to the locking pawl arranged within the roller conveyor.

[0038] The locking device can be a purely mechanical device. It can be mechanically actuated by an actuating device. Furthermore, the locking device can be held in its locked or released position purely mechanically. Because the locking device has no electrical or electronic components, it is unaffected by power outages or other electrical failures. For example, there is no risk of the locking device unintentionally releasing cargo during transport or flight due to an electrical failure. Therefore, the locking device is both simple in structure and highly reliable.

[0039] The locking device can be a unit. The unit can be used between multiple individual modules of the roller conveyor. The locking device can also be arranged within the roller conveyor. In this case, the locking device can be fixed to at least one side wall of the roller conveyor.

[0040] The transport vehicle may have an actuator that mechanically actuates the locking device. The actuator may be designed to mechanically actuate the locking device within a guide rail. The actuator can be engaged with the locking device's actuation mechanism within the guide rail. For example, the actuator can engage the locking device by the movement of the transport vehicle along the guide rail. The transport vehicle and / or the actuator therefore do not require additional movement to engage the actuator with the locking device. Once the actuator is engaged with the locking device, the locking device and the locking device are mechanically actuated by the actuator.

[0041] The actuator of the transport vehicle may have at least one actuating element. The actuating element may be designed to complement the shape or profile of the actuation section of the actuation device. The actuation section may engage the actuating element of the actuator to actuate the locking device. The actuation section may engage the actuator of the transport vehicle by moving the transport vehicle along a guide rail. The actuator of the transport vehicle may drive the actuating element to actuate the actuation section. For example, the actuation device may transmit rotation from the actuator via the actuating element to the actuation section to the at least one locking pawl, which is then moved to a position corresponding to the actuation direction.

[0042] The transport vehicle may have a monitoring unit. The monitoring unit can be used to check the status of the locking device. For example, it can be used to check whether the locking or releasing position has been actually reached or occupied by the locking device. Furthermore, the monitoring unit can be used to check the functionality of the locking device. The monitoring unit may have force sensors and / or angle sensors to check the status of the locking device. Using these sensors, the monitoring unit can obtain feedback on whether the locking device is functioning, i.e., whether there is damage and / or maintenance required. In particular, angle sensors can be used to determine whether the locking device has actually occupied the releasing or locking position, since the locking pawl occupies a predetermined angular position in its current position. The monitoring unit can thus cooperate with actuators on the transport vehicle.

[0043] The locking device may have at least two locking claws. The at least two locking claws may be interconnected by at least one spring element. Multiple protrusions may be formed on the locking claws, and at least one spring is fixed to these protrusions. By means of the at least one spring, when one locking claw is actuated, the other locking claw can follow the movement of the actuating locking claw. The locking claw following the movement of the actuating locking claw can engage the transport vehicle, thereby controlling the pivoting movement of the locking claws. By means of the springs, the two locking claws can be pivoted about their pivot axis, for example, counterclockwise to a released position and clockwise to a locked position. The at least one spring element may be, for example, a tension spring.

[0044] The present invention also relates to a locking device for a system of the aforementioned type. The present invention further relates to a transport vehicle for a system of the aforementioned type. The locking device and / or the transport vehicle are designed for use with the aforementioned system.

[0045] The present invention also relates to a method for operating a system for moving goods according to one of the foregoing aspects. Attached Figure Description

[0046] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, wherein:

[0047] Figure 1 A top view of an aircraft cargo hold is shown, the cargo hold including the system of the present invention for moving cargo;

[0048] Figure 2 The arrangement is shown according to Figure 1 A front view of the transport vehicle within the system's guide rails;

[0049] Figure 3 A perspective view showing the locking device in its position on the roller conveyor;

[0050] Figure 4 A side view of the locking device in the locking position, which is in a state of being placed on the roller conveyor;

[0051] Figure 5 A view showing the locking pawl of the locking device in the locked position; and

[0052] Figure 6 A view showing the locking pawl in the released position. Detailed Implementation

[0053] The following is for reference Figures 1 to 6 To describe a system according to an embodiment of the present invention.

[0054] Figure 1 The diagram shows a cargo hold 10 of an aircraft, which has a system 12 for moving cargo according to one embodiment of the invention. System 12 includes a cargo hold floor 14 having a longitudinal axis L. The longitudinal axis L of the cargo hold floor is substantially coincident with the longitudinal axis of the cargo hold 10. According to a standardized aircraft coordinate system, the longitudinal axis L corresponds substantially to the X-axis of the aircraft. Figure 1 The standardized aircraft coordinate system is shown.

[0055] The system also has two roller conveyors 16, which are arranged parallel to each other and extend along the longitudinal axis L. Each roller conveyor 16 has Figure 1 Multiple cylindrical rollers 18 (not shown) Figure 2 Each roller 18 rotates about its own axis of rotation, which is substantially perpendicular to the longitudinal axis L and extends parallel to the surface of the cargo hold floor 14.

[0056] The outer peripheral surface of roller 18 defines a virtual plane P extending parallel to the cargo hold floor 14. This plane P corresponds to the contact plane between roller 18 and the cargo located on roller conveyor 16. Furthermore, this plane P corresponds to the plane of movement of the cargo relative to and along the cargo hold floor 14. Roller conveyor 16 facilitates the pushing and / or pulling of cargo, such as ULD, along the longitudinal axis L. At each end section along the longitudinal axis L, roller conveyor 16 includes a stop element 20 that prevents further movement of the cargo along roller conveyor 16.

[0057] The roller conveyor 16 also has a plurality of locking devices 22, which are arranged at predetermined intervals along the longitudinal axis L. The locking devices 22 are arranged between two adjacent rollers 18 of the respective roller conveyor 16. The positions of the locking devices 22 in the two roller conveyors 16 are coordinated with each other. In the direction of the longitudinal axis L, the locking devices 22 are arranged in the same position within the two roller conveyors 16. Figure 1 As shown, the locking device 22 is integrated into the roller conveyor 16.

[0058] Locking device 22 locks the relative movement between the cargo and roller conveyor 16 in the longitudinal axis L direction of the cargo hold floor, i.e., in the X-axis direction of the aircraft. Furthermore, locking device 22 can also lock relative movement in the Z-axis direction. In other words, in its locked position, locking device 22 locks the relative movement of the cargo with respect to roller conveyor 16 in both the direction perpendicular to the plane of motion P (the Z-axis direction of the aircraft) and the direction parallel to the cargo's plane of motion P (the X-axis direction of the aircraft). For this reason, such locking device 22 is also often referred to as an XZ locking device (“XZ latch”).

[0059] Roller conveyors 16 define guide rails 24 that extend along the longitudinal axis L between two roller conveyors 16. Guide rails 24 define free space within or at the cargo hold floor 14 to allow for the detachable accommodation of a transport vehicle 26. As indicated by arrow M, the transport vehicle 26 can move within the guide rails 24 along the longitudinal axis L to push and / or drag cargo, such as a ULD, along the roller conveyors 16. Arrow M defines the axis of motion of the transport vehicle 26.

[0060] Cargo hold 10 has a cargo door area 28 with a threshold 30. Cargo can be loaded into cargo hold 10 through cargo door area 28 in a substantially known manner. This can include movement along the Y-axis and thus laterally to the longitudinal axis L. To allow such movement, cargo hold floor 14, roller conveyor 16, and / or transport vehicle 26 may have transport units such as universal rollers or ball pads.

[0061] Figure 2 Show along Figure 1 A schematic front view of the transport vehicle 26, indicated by the arrow V. Figure 2 The image also shows roller conveyor 16 and guide rail 24 surrounded by roller conveyor 16. Figure 2 Roller 18 can be seen inside roller conveyor 16.

[0062] The transport vehicle 26 has a generally rectangular frame 32, which carries various different units and components of the transport vehicle 26. The transport vehicle 26 has a drive roller 34. The drive roller 34 is part of the drive unit of the transport vehicle 26, which also has an electric motor (not shown).

[0063] exist Figure 2The image shows a connecting assembly 36, which has a plate-shaped connecting element 38. The connecting element 38 is as follows... Figure 2 The coupling element is shown in its active state, wherein it protrudes beyond the contact plane P defined by the outer surface of the roller 18. In the (first) position, the coupling element 38 can contact the cargo positioned on the roller conveyor 16 and thereby transmit the movement of the transport vehicle 26 to the cargo so that the cargo moves along the roller conveyor 16 and parallel to the surface of the cargo hold floor 14.

[0064] The connecting element 38 can be placed in an inactive state. In the inactive state, the connecting element 38 is in a second position below the contact plane P and extends substantially below the frame 32 of the transport vehicle 26. Movement from the first position to the second position and return movement are determined according to… Figure 2 The pivoting motion of arrow R about the rotation axis 40 is achieved. In the second position, the transport vehicle 26 can move under the cargo without contacting or colliding with it.

[0065] The guide rail 24 has a bottom section 42 parallel to the cargo hold floor 14 and two sidewalls 44 formed by the sidewall sections of each free roller conveyor 16. The transport vehicle 26 has a plurality of passive guide rollers 46. The passive guide rollers 46 center the transport vehicle as it moves along the guide rail 24.

[0066] Figure 3 A perspective view shows the locking device 22 in its locked position, mounted on the roller conveyor 16. The locking device 22 is shown in its locked position. Figure 3 As can be seen, the locking device 22 is largely integrated into the roller conveyor 16. The locking device 22 is arranged between two adjacent rollers 18 and is connected to the side wall 44 of the roller conveyor 16.

[0067] The locking device 22 has two locking claws 48 and 50 and two actuating devices 52 and 54. The locking claws 48 and 50 are in their locked positions, in which they can lock the movement of the goods relative to the roller conveyor 16 in the X-axis and Z-axis directions. Each of the actuating devices 52 and 54 is associated with a locking claw 48 and 50. The locking claws 48 and 50 are fixed to the side wall 44 of the roller conveyor 16 by the actuating devices 52 and 54 and bearing elements 56 (visible only on the claw 48). The locking claws 48 and 50 are fixed to the actuating devices 52 and 54 and bearing elements 56 by fastening devices 58 (visible only on the bearing elements 56 on the claw 48). Screws or bolts can be used as fastening devices 58, for example.

[0068] Actuating devices 52 and 54 have an actuating section 60 and a connecting section 62. The connecting section 62 connects the actuating section 60 to their respective locking claws 48 or 50. The connecting section 62 is designed as a shaft or rod and extends through an opening 64 in the sidewall 44 of the roller conveyor 16. Within the roller conveyor 16, each of the locking claws 48 and 50 is connected to its corresponding actuating device 52 or 54. Actuating devices 52 and 54 are rotatable about an axis SA. The axis SA coincides with the pivot axis of the locking claws 48 and 50. Therefore, rotational movement of the actuating devices 52 and 54 about the axis SA causes the locking claws 48 and 50 to pivot about their pivot axis SA.

[0069] The actuation sections 60 of the actuators 52 and 54 are arranged within the guide rail 24. The guide rail 24 is defined by the side wall 44 of the roller conveyor 16. The guide rail 24 extends along the side of the side wall 44 opposite to the locking claws 48 and 50. The transport vehicle 26 moves within the guide rail 24 (see...). Figure 1 and Figure 2 Therefore, the actuation section 60 is accessible to the transport vehicle 26 within the guide rail 24. The transport vehicle 26 can actuate the actuation devices 52 and 54 via the actuation section 60, so that the locking device 22 moves not only into the locked position but also back to the released position. The transport vehicle 26 can move along the guide rail 24, i.e., along... Figure 1 The movement in the direction of arrow M engages with the actuation section 60. Once engagement exists between the transport vehicle 26 and the actuation section 60, the transport vehicle 26 can control one or both of the actuation devices 52 and 54 to actuate the locking device 22.

[0070] In order to be actuated by the transport vehicle 26, the actuation section 60 of the actuation devices 52 and 54 has a shape or outline. The actuation section 60 of the actuation devices 52 and 54 is based on... Figure 3 It is designed with a hexagonal head shape. However, the actuation section 60 can be any other shape suitable for torque transmission. Through the actuation section 60 of the actuating devices 52, 54, the locking pawls 48, 50 shift between the locked and released positions. Figure 3 An actuator, not shown, is provided on a transport vehicle 26, which has an actuating element whose shape is complementary to that of the actuation section 60. The actuating element of the transport vehicle 26 engages with the actuation section 60. The actuator of the transport vehicle 26 drives the actuating element to rotate. This rotational motion is transmitted to the actuating devices 52 and 54 through the engagement of the actuating element of the transport vehicle with the actuation section 60. Because the actuating devices 52 and 54 rotate about axis SA, the corresponding locking claws 48 and 50 shift to either the locked or released position. If the actuating devices 52 and 54 are actuated by the transport vehicle 26, they complete the rotational motion about axis SA, which causes the respective locking claws 48 and 50 to pivot about pivot axis SA. The pivot axis SA of the actuating devices 52 and 54 extends parallel to the rotation axis DA of the roller 18.

[0071] Figure 4 A schematic side view of the locking device 22 in its position on the roller conveyor 16 is shown. Figure 4 The actuation section 60 of the actuators 52 and 54 can be schematically seen in the diagram. The pivot axis or rotation axis SA of the actuators 52 and 54 and the locking claws 48 and 50 extends parallel to the rotation axis DA of the roller 18.

[0072] exist Figure 4 The motion plane or contact plane P can also be seen, which is defined by the outer surface of the roller 18. Actuators 52 and 54 are arranged below the contact plane P in the Z direction. Actuators 52 and 54 are arranged below the contact plane P within the guide rail 24 (see...). Figure 3 It has the following advantages: the actuators 52 and 54 will not be obstructed by unwanted moving goods, such as ULDs. The actuators 52 and 54 are therefore always accessible to the transport vehicle 26 so that the locking device 22 can be actuated to lock or release.

[0073] Locking device 22 in Figure 4 The locking devices 22 are in their locked positions. In the locked position, the locking claws 48 and 50 protrude beyond the motion plane P in the Z-axis direction, i.e., the locking claws 48 and 50 pass through plane P. In the locked position, the locking claws 48 and 50 can lock not only the relative movement between the goods and the roller conveyor 16 in the X-axis direction, but also the relative movement in the Z-axis direction. To prevent relative movement in the Z-axis direction, each locking claw 48 and 50 has locking lugs 66 and 68. The locking lugs 66 and 68 extend substantially perpendicular to the wall sections 70 and 72, which act as a stop for the goods in the X-axis direction in the locked position. For example, an edge of the ULD may abut against or be adjacent to the wall section 70 and 72 between the contact plane P and the locking lugs 66 and 68. In this case, the locking claws 48 and 50 can lock the relative movement of the ULD in both the X-axis and Z-axis directions. Each of the locking claws 48, 50 is assigned to a cargo and is capable of preventing relative movement of the cargo in the X-axis direction and in the Z-axis direction. The cargo held in position by the locking claws 48, 50 is in the X-direction, i.e., in the longitudinal axis L direction of the cargo hold (see...). Figure 1 They are arranged one after another.

[0074] As already mentioned, in Figure 4 The locking claws 48 and 50 are in their locked position. To move the locking claws 48 and 50 to the released position, the locking claws 48 and 50 are pivoted about the pivot axis SA in the direction of arrow SP1, as will be referred to below. Figure 5 and Figure 6As described above, in the released position, the locking claws 48 and 50 extend substantially entirely within the roller conveyor 16. In all cases, the locking claws 48 and 50 extend below the contact plane P in the released position to allow the goods to move along the roller conveyor 16 without obstruction.

[0075] Figure 5 A view showing two locking claws 48, 50 in their locked position. Each of the locking claws 48, 50 is connected to a connection section 62 of the actuators 52, 54. As mentioned above, the actuators 52, 54, or as... Figure 5 The rotational motion of the connecting section 62 shown about axis SA causes the locking claws 48 and 50 to pivot about axis SA.

[0076] The locking device 22 has a spring 74. Locking claws 48 and 50 are interconnected via the spring 74. A plurality of protrusions 76 are formed on the locking claws 48 and 50, and the spring 74 is fixed on the protrusions. When one of the locking claws 48 and 50 is actuated, the other locking claw 48 and 50 can follow the movement of the actuating locking claw 48 and 50 via the spring 74.

[0077] To move the locking claws 48 and 50 to their released position, the actuation section 60 of the actuation device 54 of the locking claw 48 is moved counterclockwise in the direction of arrow SP2, thereby pivoting the locking claw 48 downward about the pivot axis SA in the direction of arrow SP2. This unlocks the claw pair formed by the locking claws 48 and 50. Because the two locking claws 48 and 50 are connected to each other via spring 74, the locking claw 50 follows the movement of the locking claw 48. Due to the spring force acting on the spring 74 between the locking claws 48 and 50, the locking claw 50 can also pivot counterclockwise downward about the pivot axis SA in the direction of arrow SP2. The pivoting movement, i.e., the descent, of the locking claw 50 can be controlled by the actuation section 60 of the actuation device 52 of the transport vehicle 26 engaging with the locking claw 50.

[0078] exist Figure 6 The image shows locking claws 48 and 50 in the released position. In the released position, the two locking claws 48 and 50 are located below the contact plane P to allow relative movement of the cargo. Figure 6 In the diagram, the spring 74 connecting the locking claws 48 and 50 is shown schematically only by a line. The spring 74 is positioned on the protrusion 76 of the locking claws 48 and 50 within the region of the pivot axis SA. The locking claws 48 and 50 can be held on the connecting section 62 of the actuators 52 and 54 by means of the locking ring 78.

[0079] To move locking pawls 48 and 50 into the locked position, the actuation section 60 of the actuation device 52 of locking pawl 50 can be driven clockwise in the direction of arrow SP3, thereby causing locking pawl 50 to pivot upward about the pivot axis SA in the direction of arrow SP3. Locking pawl 48 follows the movement of locking pawl 50 via spring 74. The spring force of spring 74 acting between locking pawls 48 and 50 causes locking pawl 48, together with locking pawl 50, to pivot upward clockwise (arrow SP3) about the pivot axis SA. The alignment direction of locking pawl 48 can be controlled by engaging the actuation section 60 of the actuation device 54 of the actuation device 54 of locking pawl 48 with the transport vehicle 26.

[0080] When the locking device 22 is actuated, the actuating devices 52 and 54 perform rotational movements about the axis SA. When these actuating devices 52 and 54 are actuated, in terms of the rotational direction used to transfer the locking claws 48 and 50 to the release and locked positions, refer to... Figure 5 and Figure 6 This can be understood as follows:

[0081] - The actuation section 60 of the actuation device 52 is driven clockwise to move the locking pawl 50 to its locked position about the pivot axis SA.

[0082] - The locking pawl 48 follows the movement of the locking pawl 50 under the spring force of the spring 74 and can also be controlled to be driven clockwise by the actuation section 60 of the actuation device 54 so that the locking pawl 48 pivots about the pivot axis SA to its locked position.

[0083] - The actuation section 60 of the actuation device 54 is driven counterclockwise to move the locking pawl 48 about the pivot axis SA to its released position.

[0084] - The locking pawl 50 follows the movement of the pawl 48 under the spring force of the spring 74 and can also be driven counterclockwise in a controlled manner by the actuation section 60 of the actuation device 52, so that the locking pawl 50 pivots about the pivot axis SA to its release position.

[0085] The actuating devices 52 and 54 rotate in the same direction because the locking claws 48 and 50 are arranged successively in the X-axis direction, and therefore the goods, such as ULD, arranged successively in the X-axis direction can be held in their predetermined positions. Figure 4 As seen in the image, the locking claws 48 and 50 intersect in the locking position, so that their locking lugs 66 and 68 and wall sections 70 and 72 point in opposite directions.

Claims

1. A system for moving cargo within an aircraft, include: - Cargo hold floor (14); - At least one roller conveyor (16), the at least one roller conveyor comprising a plurality of rollers (18) arranged sequentially in the cargo hold floor (14), wherein the rollers (18) define a plane of movement of cargo having a longitudinal direction, the cargo being positioned on the at least one roller conveyor (16); - At least one guide rail (24), which is provided in the cargo hold floor (14) and extends substantially parallel to the at least one roller conveyor (16); - At least one transport vehicle (26), which is detachably accommodated in the guide rail (24) and is movable along the guide rail (24), and which selectively engages with the cargo; - At least one locking device (22), said at least one locking device being designed to lock the relative movement of the goods with respect to the at least one roller conveyor (16) in a direction parallel to the longitudinal direction (X) and in a vertical direction perpendicular to the longitudinal direction (Z) in its locked position, and to allow the relative movement of the goods in its released position. The at least one locking device (22) is designed to be actuated by the at least one transport vehicle (26) in the guide rail (24) to enable... -The at least one locking device (22) moves from the released position to the locked position, or - The at least one locking device (22) moves from the locked position back to the released position.

2. The system according to claim 1, in, The at least one locking device (22) has at least one actuating device (52, 54) arranged in at least sections within the guide rail (24).

3. The system according to claim 2, in, The at least one actuating device (52, 54) is arranged below the contact plane of the cargo between the roller (18) and the cargo.

4. The system according to claim 2 or 3, in, The at least one actuating device (52, 54) is designed such that the at least one actuating device (52, 54) performs a predetermined motion pattern to actuate the locking device (22).

5. The system according to claim 2 or 3, in, The at least one actuating device (52, 54) has at least one actuating section (60) arranged in the guide rail (24), wherein the at least one actuating section (60) is designed with a profile or shape for being actuated by the at least one transport vehicle (26).

6. The system according to claim 5, in, The at least one locking device (22) has at least one locking pawl (48, 50), wherein the at least one locking pawl (48, 50) is pivotable from the release position to the locking position and pivotable back about at least one pivot axis (SA) by the at least one actuating device (52, 54).

7. The system according to claim 6, in, The pivot axis (SA) of the locking claw (48, 50) extends parallel to the rotation axis (DA) of the roller (18) of the roller conveyor (16).

8. The system according to claim 6 or 7, in, The at least one actuating device (52, 54) has at least one connecting section (62) by means of which the at least one actuating device (52, 54) is connected to the at least one locking pawl (48, 50).

9. The system according to claim 8, in, The connecting section (62) of the at least one actuating device (52, 54) extends through an opening (64) in the sidewall (44) of the roller conveyor (16), wherein the actuating section (60) is arranged on one side of the sidewall (44) of the roller conveyor (16), and the connecting section (62) is connected to the at least one locking claw (48, 50) on the opposite side of the sidewall (44).

10. The system according to any one of claims 1 to 3, 6 to 7 and 9, in, The at least one locking device (22) is a purely mechanical device.

11. The system according to claim 5, in, The at least one transport vehicle (26) has at least one actuator that mechanically actuates the actuation device (52, 54) of the at least one locking device (22).

12. The system according to claim 11, in, At least one actuator of the transport vehicle (26) has an actuation element designed to complement the shape or profile of the actuation section (60).

13. The system according to any one of claims 1 to 3, 6 to 7 and 9, in, The at least one transport vehicle (26) has at least one monitoring unit capable of checking the status of the locking device (22).

14. The system according to any one of claims 1 to 3, 6 to 7 and 9, in, The locking device (22) has at least two locking claws (48, 50) interconnected via at least one spring element (74).

15. A transport vehicle for use with the system according to any one of claims 1 to 14.

16. A locking device for use in the system according to any one of claims 1 to 14.

17. A method for operating a system for moving cargo within an aircraft, wherein, The system includes: - Cargo hold floor (14); - At least one roller conveyor (16), the at least one roller conveyor comprising a plurality of rollers (18) arranged sequentially in the cargo hold floor (14), wherein the rollers (18) define a plane of movement of cargo having a longitudinal direction, the cargo being positioned on the at least one roller conveyor (16); - At least one guide rail (24), which is provided in the cargo hold floor (14) and extends substantially parallel to the at least one roller conveyor (16); - At least one transport vehicle (26), which is detachably accommodated in the guide rail (24) and is movable along the guide rail (24), and which selectively engages with the cargo; - At least one locking device (22), which, in its locked position, locks the relative movement of the goods with respect to the at least one roller conveyor (16) in a direction parallel to the longitudinal direction (X) and in a vertical direction perpendicular to the longitudinal direction (Z), and in its released position allows relative movement of the goods. The at least one locking device (22) is actuated by the at least one transport vehicle (26) in the guide rail (24) to make -The locking device (22) moves from the released position to the locked position, or - The locking device (22) moves from the locked position back to the released position.

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