Freight transport system for loading, unloading and transporting various containers in cargo hold of certain civil aircraft and arrangement method of freight transport system

Abstract

The invention discloses a freight transport system for loading, unloading and transporting various containers in a cargo hold of a certain civil aircraft and an arrangement method of the freight transport system. The freight transport system comprises a transmission system, a guiding system and a course limiting system, the transmission system is located in the course limiting system, the guiding systems are located on the two sides of the course limiting system, the course limiting system is divided into a front end area and a rear end area in the course direction, and the course limiting system comprises a front end stopper, a narrow-distance bidirectional limiting lock, a wide-distance bidirectional limiting lock, a one-way limiting lock and a rear end stopper integrated assembly. According to the course limiting system, narrow-distance and wide-distance two-way limiting locks are arranged in a differentiated mode, the length differences of A-type, M-type and K-type containers are matched at intervals in a staggered mode, and rapid loading, reliable limiting transportation and rapid unloading of four configurations (9M + 2K, 10M, 10A + 2K and 11A) formed by combining three types (A-type, M-type and K-type) containers can be achieved.

Description

Technical Field

[0001] This invention belongs to the field of air freight and relates to a freight system and its arrangement method for loading, unloading and transporting multiple containers in the cargo hold of a civil aircraft. Background Technology

[0002] Air freight is a crucial component of the modern logistics system, playing a key role in global trade and supply chains due to its efficiency and speed. The layout of the cargo system within a civil aircraft's cargo hold and the types of containers used will determine the efficiency and speed of air freight.

[0003] In the prior art, patent CN117917358A discloses a cargo system layout for loading and unloading containers within the cargo hold and for restricting their movement during air transport. The system layout includes: a stop device at the end point, a sill lock, an extension section, a ball bearing transmission device, transmission rollers, a two-way movement restriction lock, and lateral guide rails. This system layout cannot meet the requirements of a certain civil aircraft's cargo hold structure, aircraft floor rail arrangement, and the need for diverse types of lightweight containers, as well as efficient and rapid loading and unloading.

[0004] In the prior art, patent CN109878735A discloses a containerized cargo system for civil narrow-body passenger / cargo aircraft. It mainly describes the spacing of the power drive device in a quantitative way. This system is mainly suitable for small narrow-body aircraft and cannot meet the requirements of a certain civil aircraft for cargo hold structure, aircraft floor rail layout, and multiple types of transport containers, light weight, and efficient and fast loading and unloading of containers. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art and provide a cargo system and its arrangement method for loading, unloading and transporting multiple containers in the cargo hold of a civil aircraft. This system enables rapid loading, reliable restricted transport and rapid unloading of three types of containers (Type A, Type M and Type K) combined into four configurations (9M+2K, 10M, 10A+2K and 11A).

[0006] To achieve the above objectives, the present invention employs the following technical solution: A cargo handling system for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, comprising a transmission system, a guidance system, and a heading restriction system; The transmission system is located within the heading restriction system and includes a roller-type raceway, a first ball bearing tray, an extension section, and a second ball bearing tray. The guiding system is located on both sides of the heading restriction system and includes side guide rails and auxiliary guide rails. The heading restriction system is divided into a front end area and a rear end area along the heading and includes a front stop, a narrow-pitch bidirectional movement restriction lock, a wide-pitch bidirectional movement restriction lock, a unidirectional movement restriction lock, and a rear stop integrated assembly. The front stop is located at the very front of the front area; the front area is equipped with two sets of narrow-pitch bidirectional movement limiting locks arranged in multiple staggered rows. The yaw spacing of the first set of narrow-pitch bidirectional movement limiting locks is the length of the M-type container, and the yaw spacing of the second set of narrow-pitch bidirectional movement limiting locks is the length of the A-type container. The rear area is equipped with two sets of wide-spacing bidirectional movement limiting locks. The distance between the wide-spacing bidirectional movement limiting lock in the first set and the last one in the narrow-spacing bidirectional movement limiting lock in the first set is the length of the K-type container. The distance between the wide-spacing bidirectional movement limiting lock in the second set and the last one in the narrow-spacing bidirectional movement limiting lock in the second set is the length of the K-type container. The distance between the unidirectional movement limiting lock and the last one in the narrow-spacing bidirectional movement limiting lock in the first set is the width of the M-type container. The distance between the rear stop and the last one in the narrow-spacing bidirectional movement limiting lock in the second set is the width of the A-type container. The sum of the lengths of the two bolts of the wide-spacing bidirectional movement limiting lock and the lengths of the two K-type containers equals the width of one M-type container.

[0007] Optionally, the side guide rail includes a side guide rail base assembly, a sill lock limiting device, and a connecting guide rail assembly; the side guide rail base assembly integrates a vertical limiting member and a roller, and the vertical limiting member is connected to a rotation reset mechanism; the connecting guide rail assembly is intermittently arranged between two side guide rail base assemblies, and rollers are provided on the connecting guide rail assembly; the sill lock limiting device is located inside the extension section.

[0008] Optionally, the auxiliary guide rail includes a first set of auxiliary guide rail assemblies, a second set of auxiliary guide rail assemblies, a third set of auxiliary guide rail assemblies, and a fourth set of auxiliary guide rail assemblies; the first set of auxiliary guide rail assemblies is arranged on one side of the first ball tray; the second set of auxiliary guide rail assemblies is symmetrically arranged on both sides behind the first ball tray; the third set of auxiliary guide rail assemblies is arranged on one side inside the second ball tray; and the fourth set of auxiliary guide rail assemblies is symmetrically arranged on both sides of the rear end area.

[0009] Optionally, each auxiliary guide rail assembly in the fourth group includes a vertical limiting member and two guide limiting members; the distance between the two vertical limiting members on both sides is equal to the width of the M-type container; the distance between the two intermediate guide limiting members on both sides is equal to the width of the A-type container; the distance between the two inner guide limiting members on both sides is equal to the width of the K-type container; the intermediate guide limiting members and the inner guide limiting members are connected to a horizontal flipping mechanism.

[0010] Optionally, the auxiliary guide rail also includes a connecting auxiliary guide rail assembly, which is connected to a fourth set of auxiliary guide rail assemblies on the same side, and the connecting auxiliary guide rail assembly is provided with rollers.

[0011] Optionally, the roller-type raceway includes a first raceway assembly, a second raceway assembly, and a third raceway assembly; the first raceway assembly is located on both sides of the heading limiting system; the second and third raceway assemblies are located within the heading limiting system and arranged in the gap between narrow-pitch bidirectional limiting locks or wide-pitch bidirectional limiting locks.

[0012] Optionally, the first ball bearing tray is located at the very front of the front end area, and the first ball bearing tray has a notch for installing a narrow-pitch bidirectional movement limit lock and an auxiliary guide rail; the second ball bearing tray is located at the very back of the front end area, and the second ball bearing tray has a notch for installing a narrow-pitch bidirectional movement limit lock and an auxiliary guide rail.

[0013] Optionally, the extension section includes two extension section assemblies, which are symmetrical to each other; the extension section assemblies are connected to a flipping mechanism and a support; the extension section assemblies integrate a guide device, an anti-slip device and a roller.

[0014] Optionally, the one-way movement limiter is connected to a locking / unlocking conversion mechanism; the front stop, narrow-pitch two-way movement limiter, wide-pitch two-way movement limiter, one-way movement limiter and rear stoper integrated assembly, roller type raceway, first ball tray, second ball tray, extension section, side guide rail and auxiliary guide rail are all equipped with quick-release connector assemblies.

[0015] A method for arranging a freight system includes the following steps: First, deploy the heading control system: Install a front stop, narrow-pitch bidirectional control lock, wide-pitch bidirectional control lock, and an integrated assembly of a unidirectional control lock and a rear stop on the aircraft cargo hold floor rails. Specifically, the first group of narrow-pitch bidirectional control locks is arranged according to the length of an M-type container, and the second group of narrow-pitch bidirectional control locks is arranged according to the length of an A-type container. The wide-pitch bidirectional control locks of the first group are positioned one K-type container length from the end of the first group of narrow-pitch bidirectional control locks, and the wide-pitch bidirectional control locks of the second group are positioned one K-type container length from the end of the second group of narrow-pitch bidirectional control locks. The integrated assembly of the unidirectional control lock and the rear stop is positioned one M-type container width and one A-type container width from the end of the narrow-pitch bidirectional control locks, respectively. Then, guide systems are arranged on both sides of the heading control system; finally, a transmission system is arranged within the heading control system.

[0016] Compared with the prior art, the present invention has the following beneficial effects: This invention utilizes differentiated narrow- and wide-spaced bidirectional limiting locks in the heading limiting system to precisely match the length differences of Type A, Type M, and Type K containers using their specific staggered spacing. Combined with a unidirectional limiting lock and stop integrated assembly in the rear area, it achieves flexible compensation for the heading position of containers of different sizes. Simultaneously, by incorporating auxiliary and side guide rails with adaptive flipping or rotation functions, the spanwise limiting state is automatically switched according to changes in container width, thus constructing a flexible constraint system based on the container size chain. This layout principle allows the system to achieve rapid switching and compatibility with four complex configurations—9M+2K, 10M, 10A+2K, and 11A—without complex structural reconfiguration. While ensuring lightweight design, it effectively solves the technical challenges of difficult mixed loading of various types of containers in civil aircraft cargo holds, low space utilization, and low loading and unloading efficiency. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall layout of the freight system of the present invention; Figure 2 This is a schematic diagram of the roller raceway arrangement of the present invention; Figure 3 This is a schematic diagram of the ball bearing tray arrangement of the present invention; Figure 4 This is a schematic diagram of the arrangement of the extension section of the present invention; Figure 5 This is a schematic diagram of the side guide rail of the present invention; Figure 6 This is a schematic diagram of the auxiliary guide rail arrangement of the present invention; Figure 7 This is a schematic diagram of the heading limiting system layout of the present invention; Figure 8 This is a schematic diagram of container loading in the freight system of the present invention.

[0018] The components are: 1-Roller type raceway; 2-Ball tray; 3-Extension section; 4-Side guide rail; 5-Auxiliary guide rail; 6-Navigation limiting system; 7-Second ball tray; 11-First raceway assembly; 12-Second raceway assembly; 13-Third raceway assembly; 31-Extension section assembly; 41-Side guide rail base assembly; 42-Sill lock limiting device; 43-Connecting guide rail assembly; 51-First auxiliary guide rail assembly; 52-Second auxiliary guide rail assembly; 53-Third auxiliary guide rail assembly; 54-Fourth auxiliary guide rail assembly; 55-Connecting auxiliary guide rail assembly; 61-Front end stop; 62-Narrow-pitch bidirectional limiting lock; 63-Wide-pitch bidirectional limiting lock; 64-Integrated assembly of unidirectional limiting lock and rear end stop. Detailed Implementation

[0019] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0020] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0021] like Figure 1 As shown, this is a cargo handling system for loading, unloading and transporting various containers in the cargo hold of a civil aircraft, as described in this invention. Based on its functions, the cargo handling system is divided into a transmission system, a guidance system and a heading restriction system 6.

[0022] The transmission system mainly includes a roller-type raceway 1, a first ball bearing tray 2, an extension section 3, and a second ball bearing tray 7; the guiding system mainly includes a side guide rail 4 and an auxiliary guide rail 5; the heading limiting system 6 mainly includes a front stop 61, a narrow-pitch bidirectional limiting lock 62, a wide-pitch bidirectional limiting lock 63, and an integrated component 64 of a unidirectional limiting lock and a rear stop.

[0023] See the layout of the heading limiting system 6. Figure 2 The heading restriction system 6 is divided into two areas along the heading: the front area extends from the front of the aircraft cargo hold to the rear of the cargo hold, with a length equal to the total length of ten Type A containers; the rear area is located at the rear of the aircraft cargo hold, with a length equal to the width of one Type A container. The width of the Type A container is equal to the width of the Type M container, and the length of the Type A container is shorter than the length of the Type M container.

[0024] The front stop 61 is a fixed structural component located at the very front of the front area, specifically on the floor rail at the very front of the aircraft cargo hold, between the first ball bearing tray 2 and the aircraft door, to achieve the directional (-X direction) and vertical (+Y direction) movement restriction functions of the container at this position.

[0025] The one-way movement limiting lock and rear stop integrated assembly 64 is a fixed structural component located at the very rear of the rear area, specifically on the floor rail at the very rear of the aircraft cargo hold. It enables the container at this location to have its movement limited in the reverse (+X) direction and vertical (+Y) direction. The one-way movement limiting lock has a locking / unlocking function to accommodate the loading and movement limitation of containers of different sizes at the very rear of the aircraft cargo hold.

[0026] The front end area is equipped with two sets of narrow-pitch bidirectional movement limiting locks 62. The two sets of narrow-pitch bidirectional movement limiting locks 62 are arranged in multiple staggered rows. The first set of narrow-pitch bidirectional movement limiting locks 62 are arranged at intervals according to the length of the M-type container, and are arranged according to the total length of nine M-type containers. The second set of narrow-pitch bidirectional movement limiting locks 62 are arranged at intervals according to the length of the A-type container, and are arranged according to the total length of ten A-type containers.

[0027] The distance between the rear stop and the last narrow-pitch bidirectional limit lock 62 in the second group is the width of an A-type container, and the distance between the unidirectional limit lock and the last narrow-pitch bidirectional limit lock 62 in the first group is the width of an M-type container.

[0028] The rear area is equipped with two sets of wide-spacing bidirectional movement limiting locks 63. Both sets of wide-spacing bidirectional movement limiting locks 63 are in a single row. The distance between the wide-spacing bidirectional movement limiting lock 63 of the first set and the last narrow-spacing bidirectional movement limiting lock 62 in the first set of bidirectional movement limiting locks is the length of one K-type container. The distance between the wide-spacing bidirectional movement limiting lock 63 of the second set and the last narrow-spacing bidirectional movement limiting lock 62 in the second set of bidirectional movement limiting locks is the length of one K-type container. The sum of the lengths of the two latches of the wide-spacing bidirectional movement limiting lock 63 and the lengths of the two K-type containers is equal to the width of one M-type container (the width of an A-type container).

[0029] Both the narrow-pitch bidirectional movement limiting lock 62 and the wide-pitch bidirectional movement limiting lock 63 have locking and unlocking conversion functions to adapt to the loading, unloading and movement limiting of containers of different sizes.

[0030] The front stop 61, the narrow-pitch bidirectional movement limiting lock 62, the wide-pitch bidirectional movement limiting lock 63, and the unidirectional movement limiting lock and the rear stop integrated assembly 64 all integrate quick-release connector assemblies.

[0031] like Figure 3 As shown, the roller-type raceway 1 is arranged on the corresponding floor rail inside the aircraft cabin according to relevant standards and the deformation characteristics of the container bottom. It mainly realizes the support and transmission function of the container. It is divided into a first raceway assembly 11, a second raceway assembly 12 and a third raceway assembly 13. The first raceway assembly 11 contains 1 roller; the second raceway assembly 12 contains 3 rollers; and the third raceway assembly 13 contains 5 rollers. The first raceway assembly 11, the second raceway assembly 12 and the third raceway assembly 13 are all integrated with quick-release coupling assemblies.

[0032] The first raceway assembly 11 is located on both sides of the heading limiting system 6 and between the side guide rail base assembly 41. The second raceway assembly 12 and the third raceway assembly 13 are located inside the heading limiting system 6. Since the second raceway assembly 12 and the third raceway assembly 13 have different lengths, they are arranged according to the gap size between the bidirectional limiting locks in the heading limiting system 6 to meet the arrangement of different gaps.

[0033] like Figure 4 As shown, the first ball bearing tray 2 and the second ball bearing tray 7 mainly realize the support and universal transmission functions of the container. The first ball bearing tray 2 is arranged at the front end of the front area of ​​the heading restriction system 6, and the second ball bearing tray 7 is arranged at the rear end of the front area of ​​the heading restriction system 6.

[0034] The first ball bearing tray 2 and the second ball bearing tray 7 provide support for the container at the loading position; and both the first ball bearing tray 2 and the second ball bearing tray 7 are integrated with quick-release coupling assemblies.

[0035] Both the first ball bearing tray 2 and the second ball bearing tray 7 are provided with notches for installing the narrow-pitch bidirectional movement limit lock 62 and the auxiliary guide rail 5.

[0036] The first ball bearing tray 2 is used to support the container in the door area and to provide omnidirectional (±X-direction, ±Z-direction) transmission functions; the second ball bearing tray 7 is used to provide fine adjustment of the container position along the aircraft spanwise (±Z-direction) and to provide heading (-X-direction) or reverse heading (+X-direction) support and transmission functions.

[0037] like Figure 5 As shown, extension section 3, combined with the characteristics of the aircraft cabin door and the position requirements of the cabin door lock pin, is arranged in the aircraft cabin door area, located on the side of the first ball bearing tray 2, and is divided into two extension section components 31. Each component integrates a guide device, an anti-slip device, and a roller, which mainly realize the functions of supporting, transporting, guiding, and preventing slippage of the container. It serves as a bridge for the container to be transferred between the aircraft cargo hold and the ground platform vehicle.

[0038] The two extension section assemblies 31 are symmetrical to each other; the extension section assemblies 31 can realize the flipping function, with the flipped-up position being the non-working state and the flipped-down position being the working state; both extension section assemblies 31 integrate quick-release connector assemblies and support members, and when in the working state, the support members are in contact with the aircraft cabin door lock pin.

[0039] like Figure 6 As shown, the side guide rail 4 is arranged on the outermost side of the cargo hold along the span direction, specifically on both sides of the front end area of ​​the heading movement restriction system 6. It is mainly used to guide the container, support the transmission, limit the span (±Z direction) movement and limit the vertical (+Y) movement. The side guide rail 4 is divided into a side guide rail base assembly 41, a sill lock movement restriction device 42 and a connecting guide rail assembly 43.

[0040] The vertical limiting component integrated on the side guide rail base assembly 41 can rotate left and right under the action of external force and can self-reset after the external force is removed. It can ensure that the largest size container can pass smoothly during the loading and unloading process of the largest size container and can achieve vertical (+Y) limiting after loading. The side guide rail base assembly 41 is integrated with rollers, which reduces the number of roller components in the roller type raceway 1 and reduces the overall weight.

[0041] The connecting guide rail assembly 43 is intermittently arranged between the two side guide rail base assemblies 41. The connecting guide rail assembly 43 is equipped with rollers that protrude from the lateral limiting surface, which can meet the guiding requirements and reduce the number of connecting guide rail assemblies 43, making the overall system lightweight.

[0042] The sill lock limiting device 42 is located inside the extension section assembly 31. The sill lock limiting device 42 can realize the locking and unlocking conversion function. After unlocking, it is lower than the transmission plane, which facilitates the loading and unloading of the container. After the container is fully loaded, the sill lock limiting device 42 is locked, which limits the movement of the container in the longitudinal (+Z direction) and vertical (+Y direction) directions at this position.

[0043] Both the side guide rail base assembly 41 and the sill lock limiting device 42 are integrated with quick-release connector assemblies.

[0044] like Figure 7 As shown, the auxiliary guide rail 5 is divided into an auxiliary guide rail assembly and a connecting auxiliary guide rail assembly 55. Each auxiliary guide rail assembly is provided with a vertical limiting member and two guide limiting members. The auxiliary guide rail assemblies arranged on the same side have the same spanwise position. The vertical limiting member is located on the outermost side. The auxiliary guide rail 5 is divided into four groups.

[0045] The first set of auxiliary guide rail components 51 is arranged on the floor slide rail opposite the aircraft door and is located in the first ball bearing tray 2. The vertical movement limiter and guide limiter on it have a flip lock, which realizes the stop function for containers of different sizes to enter the aircraft cargo hold.

[0046] The second set of auxiliary guide rail assemblies 52 are symmetrically arranged on the corresponding floor slide rails on both sides of the aircraft cabin, located behind the first ball bearing tray 2. Under the action of the container, the vertical limiting parts and guide limiting parts on it can be flipped to realize the loading function of larger-sized containers. It also integrates rollers, reducing the number of roller components in the roller type raceway 1, and the overall system weight is light; the distance between the two vertical limiting parts is equal to the width of the M-type container.

[0047] The third set of auxiliary guide rail components 53 is arranged on the floor slide rail on one side of the aircraft cabin and located in the second ball bearing tray 7. The vertical limiting component and guide limiting component on it realize the fine adjustment and limiting function of containers of different sizes, and flip under the action of larger containers to realize the loading function of larger containers. The vertical limiting component integrated on the outermost side can rotate left and right under the action of external force, and can self-reset after the external force disappears. It can ensure that the container passes smoothly during the loading and unloading process, and can realize vertical (+Y) limiting after the container is loaded in place.

[0048] The fourth set of auxiliary guide rail assemblies 54 are symmetrically arranged on the corresponding floor rails inside the aircraft cabin, located on both sides of the rear end area of ​​the heading limiting system 6. The distance between the two vertical limiting members of the fourth set of auxiliary guide rail assemblies 54 is equal to the width of the M-type container, used to limit the spanwise and vertical movement of the M-type container. The distance between the two middle guide limiting members is equal to the width of the A-type container, used to limit the spanwise and vertical movement of the A-type container. The distance between the two inner guide limiting members is equal to the width of the K-type container, used to limit the spanwise and vertical movement of the K-type container. The auxiliary guide rail assembly realizes the guiding and vertical (+Y) limiting functions of containers of different sizes, and flips under the action of larger-sized containers to realize the loading function of larger-sized containers. The middle and inner guide limiting members can be horizontally flipped under the action of external force and can self-reset after the external force disappears. During the loading and unloading of containers, it can ensure that the M-type and A-type containers pass smoothly. After the container is loaded into place, it can realize vertical (+Y) limiting.

[0049] The first three sets of auxiliary guide rail assemblies are used for spanwise limiting of the container during loading and unloading movement in the rear area of ​​the heading limiting system 6. The fourth set of auxiliary guide rail assemblies 54 is used for spanwise limiting of the container after it is placed in the rear area of ​​the heading limiting system 6.

[0050] The connecting auxiliary guide rail assembly 55 connects to the fourth set of auxiliary guide rail assemblies 54 on the same side. The connecting auxiliary guide rail assembly 55 is equipped with rollers that protrude from the lateral limiting surface, thereby realizing the loading guidance function of the largest size container.

[0051] The auxiliary guide rail assemblies all integrate quick-release coupling assemblies.

[0052] like Figure 8 As shown, the above-mentioned freight system can load four configurations (9M+2K, 10M, 10A+2K, 11A) into place.

[0053] The front area of ​​the heading limiting system 6 is used to place ten Type A containers or nine Type M containers. The heading of the nine Type M containers is limited by the first set of narrow-pitch bidirectional limiting locks 62 and the front stop 61, and the spanwise is limited by the side rail base assembly 41. The ten Type A containers are limited by the second set of narrow-pitch bidirectional limiting locks 62 and the front stop 61, and the spanwise is limited by the side rail base assembly 41.

[0054] The rear area of ​​the heading control system 6 is used to house two K-type containers, one M-type container, or one A-type container.

[0055] When using the 9M+2K combination, the overall heading of the two K-type containers is limited by the unidirectional movement limit lock and the last narrow-pitch bidirectional movement limit lock 62 in the first group, while the heading between the two K-type containers is limited by the wide-pitch bidirectional movement limit lock 63 in the first group. When using the 10A+2K combination, the overall heading of the two K-type containers is limited by the rear stop and the last narrow-pitch bidirectional movement limit lock 62 in the second group, while the heading between the two K-type containers is limited by the wide-pitch bidirectional movement limit lock 63 in the second group. In both combinations, the two inner guide limiters in the fourth group of auxiliary guide rail assemblies 54 are used to limit the spanwise heading of the two K-type containers.

[0056] When using the 10M combination, the last M-type container is rotated 90° and placed. The last M-type container is oriented by a one-way movement limiter lock and the last narrow-pitch two-way movement limiter lock 62 in the first group. The last M-type container is oriented by two vertical movement limiters in the fourth group of auxiliary guide rail assembly 54.

[0057] When using the 11A combination, the last A-type container is rotated 90° and placed. The last A-type container is oriented by the rear stop and the last narrow-pitch bidirectional limiting lock 62 in the second group. The last A-type container is oriented by the two middle guide limiting members in the fourth group of auxiliary guide rail assembly 54.

[0058] The container loading process is as follows: The aircraft door opens.

[0059] The extension assembly 31 is adjusted to the working state, and the support on the extension assembly 31 contacts the aircraft door lock pin.

[0060] The lifting platform vehicle is connected to the extension section component 31.

[0061] The threshold lock limiting device 42 is adjusted to the unlocked state.

[0062] Adjust the state of the guide limit components of the auxiliary guide rail assembly as needed.

[0063] In the heading motion limiting system 6, both sets of narrow-pitch bidirectional motion limiting locks 62 and both sets of wide-pitch bidirectional motion limiting locks 63 are adjusted to the unlocked state, and the unidirectional motion limiting locks in the unidirectional motion limiting lock and the rear stop integrated component 64 are unlocked as needed.

[0064] The containers are loaded sequentially from the lifting platform vehicle to the designated positions in the aircraft cargo hold via extension section 3, and during this process, the narrow-pitch bidirectional movement limiting locks 62 or wide-pitch bidirectional movement limiting locks 63 at the corresponding positions are used to lock and limit movement.

[0065] Once the container in the hatch area is in place, the sill lock limiting device 42 will be locked.

[0066] Adjust the extension component 31 to a non-working state.

[0067] The lifting platform vehicle was removed, the aircraft cabin door was closed, and the loading operation was completed.

[0068] The unloading process of the container is the reverse process of loading the container.

[0069] The component layout process of the above-mentioned freight system is as follows: First, based on the loading position requirements of containers of different sizes, the front stop 61, narrow-pitch bidirectional movement limiting lock 62, wide-pitch bidirectional movement limiting lock 63, and unidirectional movement limiting lock and rear stop integrated assembly 64 in the heading movement limiting system 6 are arranged. All of them are connected or separated from the aircraft cargo hold floor slide rail through the quick-release joint assembly on them.

[0070] Secondly, based on the loading, unloading, and movement restriction requirements of containers of different sizes, the side guide rail base assembly 41 and the sill lock movement restriction device 42 in the side guide rail 4 of the guide device are arranged. The quick-release connector assembly on them enables the connection or separation of the aircraft cargo hold floor slide rail. The connecting guide rail assembly 43 connects the adjacent side guide rail base assembly 41 through the connecting shaft on it. Then, the auxiliary guide rail assembly in the auxiliary guide rail 5 is arranged. The quick-release connector assembly on it enables the connection or separation of the aircraft cargo hold floor slide rail. The connecting auxiliary guide rail assembly 55 connects the fourth set of auxiliary guide rail assemblies 54 on the same side.

[0071] Finally, the transmission device is arranged. First, the first roller assembly 11, the second roller assembly 12, and the third roller assembly 13 in the roller-type roller track 1 are arranged. The first roller assembly 11 is arranged between the side guide rail base assembly 41, and the second roller assembly 12 and the third roller assembly 13 are arranged in the gap between the bidirectional movement limiting locks in the heading movement limiting system 6. The roller-type roller track 1 is connected or separated from the aircraft cargo compartment floor slide rail through the quick-release joint assembly on it. The first ball bearing tray 2 and the second ball bearing tray 7 are arranged while avoiding the heading movement limiting system 6, the side guide rail 4, and the auxiliary guide rail 5. The aircraft cargo compartment floor slide rail is connected or separated through the quick-release joint assembly on it. The extension section assembly 31 in the extension section 3 is arranged in combination with the characteristics of the aircraft door and the position of the door lock pin. The aircraft cargo compartment floor slide rail is connected or separated through the quick-release joint assembly on it.

[0072] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0073] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0074] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0075] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0076] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

[0077] It should be understood that the above description is for illustrative purposes and not for limitation. Many embodiments and applications beyond the provided examples will be apparent to those skilled in the art upon reading the above description. Therefore, the scope of this patent should not be determined by reference to the above description, but rather by reference to the foregoing claims and the full scope of their equivalents. For purposes of completeness, all articles and references, including patent applications and publications, are incorporated herein by reference. The omission of any aspect of the subject matter disclosed herein in the foregoing claims is not intended as a waiver of that subject matter, nor should it be construed as an indication that the applicant has not considered that subject matter as part of the disclosed inventive subject matter.

Claims

1. A cargo handling system for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, Including transmission system, guidance system and heading control system (6); The transmission system is located within the heading control system (6), and includes a roller raceway (1), a first ball bearing tray (2), an extension section (3), and a second ball bearing tray (7); the guide system is located on both sides of the heading control system (6), and includes side guide rails (4) and auxiliary guide rails (5); the heading control system (6) is divided into a front end area and a rear end area along the heading, and includes a front stop (61), a narrow-pitch bidirectional control lock (62), a wide-pitch bidirectional control lock (63), a unidirectional control lock, and a rear stop integrated assembly (64); The front stop (61) is located at the frontmost part of the front area; the front area is provided with two sets of narrow-pitch bidirectional movement limiting locks (62) arranged in multiple staggered rows. The yaw spacing of the first set of narrow-pitch bidirectional movement limiting locks (62) is the length of the M-type container, and the yaw spacing of the second set of narrow-pitch bidirectional movement limiting locks (62) is the length of the A-type container. The rear end area is equipped with two sets of wide-spacing bidirectional limiting locks (63). The distance between the wide-spacing bidirectional limiting lock (63) of the first set and the last one of the narrow-spacing bidirectional limiting locks (62) of the first set is the length of the K-type container. The distance between the wide-spacing bidirectional limiting lock (63) of the second set and the last one of the narrow-spacing bidirectional limiting locks (62) of the second set is the length of the K-type container. The distance between the unidirectional limiting lock and the last one of the narrow-spacing bidirectional limiting locks (62) of the first set is the width of the M-type container. The distance between the rear end stop and the last one of the narrow-spacing bidirectional limiting locks (62) of the second set is the width of the A-type container. The sum of the lengths of the two latches of the wide-spacing bidirectional limiting lock (63) and the lengths of the two K-type containers is equal to the width of one M-type container.

2. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The side rail (4) includes a side rail base assembly (41), a sill lock limiting device (42), and a connecting rail assembly (43); the side rail base assembly (41) integrates a vertical limiting member and a roller, and the vertical limiting member is connected to a rotation reset mechanism; the connecting rail assembly (43) is intermittently arranged between two side rail base assemblies (41), and a roller is provided on the connecting rail assembly (43); the sill lock limiting device (42) is located inside the extension section (3).

3. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The auxiliary guide rail (5) includes a first set of auxiliary guide rail assemblies (51), a second set of auxiliary guide rail assemblies (52), a third set of auxiliary guide rail assemblies (53) and a fourth set of auxiliary guide rail assemblies (54); the first set of auxiliary guide rail assemblies (51) is arranged on one side of the first ball tray (2); the second set of auxiliary guide rail assemblies (52) is symmetrically arranged on both sides behind the first ball tray (2); the third set of auxiliary guide rail assemblies (53) is arranged on one side inside the second ball tray (7); and the fourth set of auxiliary guide rail assemblies (54) is symmetrically arranged on both sides of the rear end area.

4. The cargo handling system according to claim 3 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, Each auxiliary guide rail assembly in the fourth group of auxiliary guide rail assemblies (54) includes a vertical limiting member and two guide limiting members; the distance between the two vertical limiting members on both sides is equal to the width of the M-type container; the distance between the two intermediate guide limiting members on both sides is equal to the width of the A-type container; the distance between the two inner guide limiting members on both sides is equal to the width of the K-type container; the intermediate guide limiting members and the inner guide limiting members are connected to a horizontal flipping mechanism.

5. The cargo handling system according to claim 3 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The auxiliary guide rail (5) also includes a connecting auxiliary guide rail assembly (55), which is connected to the fourth set of auxiliary guide rail assemblies (54) on the same side. The connecting auxiliary guide rail assembly (55) is provided with rollers.

6. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The roller-type raceway (1) includes a first raceway assembly (11), a second raceway assembly (12), and a third raceway assembly (13); the first raceway assembly (11) is located on both sides of the heading limiting system (6); the second raceway assembly (12) and the third raceway assembly (13) are located within the heading limiting system (6) and are arranged in the gap between narrow-pitch bidirectional limiting locks (62) or wide-pitch bidirectional limiting locks (63).

7. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The first ball bearing tray (2) is located at the very front end of the front end area. The first ball bearing tray (2) has a notch for installing the narrow-pitch bidirectional movement limit lock (62) and the auxiliary guide rail (5). The second ball bearing tray (7) is located at the very back end of the front end area. The second ball bearing tray (7) has a notch for installing the narrow-pitch bidirectional movement limit lock (62) and the auxiliary guide rail (5).

8. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The extension section (3) includes two extension section components (31), which are symmetrical to each other; the extension section components (31) are connected to a flipping mechanism and a support; the extension section components (31) integrate a guide device, an anti-slip device and a roller.

9. The cargo handling system according to claim 1 for loading, unloading, and transporting multiple containers within the cargo hold of a civil aircraft, characterized in that, The one-way movement limiter is connected to a locking and unlocking conversion mechanism; the front stop (61), the narrow-pitch two-way movement limiter (62), the wide-pitch two-way movement limiter (63), the one-way movement limiter and the rear stoper integrated assembly (64), the roller type raceway (1), the first ball tray (2), the second ball tray (7), the extension section (3), the side guide rail (4) and the auxiliary guide rail (5) are all equipped with quick-release connector assemblies.

10. A method for arranging a freight system based on any one of claims 1-9, characterized in that, Includes the following steps: First, arrange the heading control system (6): arrange the front stop (61), narrow-pitch bidirectional control lock (62), wide-pitch bidirectional control lock (63), and unidirectional control lock and rear stop integrated assembly (64) on the aircraft cargo hold floor rail; wherein, the first group of narrow-pitch bidirectional control locks (62) are arranged according to the length spacing of M-type containers, and the second group of narrow-pitch bidirectional control locks (62) are arranged according to the length spacing of A-type containers; the first group of wide-pitch bidirectional control locks (63) is arranged one K-type container length away from the end of the first group of narrow-pitch bidirectional control locks (62), and the second group of wide-pitch bidirectional control locks (63) is arranged one K-type container length away from the end of the second group of narrow-pitch bidirectional control locks (62); the unidirectional control lock and rear stop integrated assembly (64) is arranged one M-type container width and one A-type container width away from the end of the narrow-pitch bidirectional control locks (62), respectively. Then, a guidance system is arranged on both sides of the heading control system (6); finally, a transmission system is arranged inside the heading control system (6).

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