LOCKING SYSTEM, CARGO DECK AND AIRCRAFT

Description

[0001] The invention relates to a locking system for fastening a transport unit for cargo items, a cargo deck with such a locking system and an aircraft.

[0002] When transporting cargo on aircraft, cargo items such as containers or pallets ("unit load devices - ULDs") are often used. These containers or pallets are rectangular, trapezoidal, or have a special outer contour. Depending on the aircraft's cargo space, such containers or pallets can be loaded lengthwise or crosswise. For the transport of particularly heavy cargo, special pallets, so-called "heavy-duty pallets," can be used. These special pallets have standardized dimensions of 243.8 cm x 497.8 cm (96 inches x 196 inches) or 243.8 cm x 605.8 cm (96 inches x 238.5 inches). Such pallets can hold loads weighing up to 13,608 kg.

[0003] It is well known that the aforementioned special pallets have numerous pockets or recesses along their edges to allow the engagement of side bars to secure the pallets. To secure such large pallets in the cargo hold, conventionally, bars are provided that fold up at the front and rear of the pallets in the X-direction (longitudinal direction) of the aircraft. These bars secure the pallets in the X-direction and Z-direction (vertical direction) of the aircraft.

[0004] To achieve the necessary redundancy for securing pallets in the X and Z directions, side locks are used. These are arranged longitudinally along the interior of the aircraft in the cargo hold. The side locks secure the pallets laterally by engaging the pockets or recesses in the pallets. Center locks are often arranged in the middle of the cargo hold to additionally secure the pallets in the Y direction, which runs perpendicular to the X direction, and in the Z direction of the aircraft.

[0005] Locking systems are known from the prior art in which the side locks are operated manually, i.e., by hand. To operate them, the operating personnel must approach the respective side lock at its installed position. This can only be done if there is sufficient space for the operating personnel between the cargo item, i.e., the loaded pallet with the cargo, and the aircraft's interior skin of the cargo hold. This is the case, for example, with wide-body aircraft. On these aircraft types, a double-row loading of the cargo hold is possible using the aforementioned special pallets in combination with the familiar side locks.

[0006] For example, US Pat. No. 3,693,919 A discloses a side latch for securing cargo in an aircraft. The side latch has a latch tongue and an actuating device with a lever and a pivoting and spring mechanism. The side latch is manually operated for locking and unlocking.

[0007] US 2013 / 0334367 A1 describes an aircraft cargo hold with several side latches arranged in series, which are actuated jointly by means of a shaft, i.e., moved from a release position to a locking position and vice versa. A lever for remote actuation is arranged at one axial end of the shaft.

[0008] For aircraft with smaller cargo holds, such double-row loading is currently not possible because there is insufficient space between the aircraft's interior skin and the pallets for operator access. Therefore, such cargo holds are predominantly loaded in a single row.

[0009] The invention is therefore based on the object of providing a locking system that enables improved utilization of an aircraft cargo deck and simplifies the securing of cargo items in the aircraft cargo deck. Furthermore, the invention is based on the object of providing a cargo deck with such a locking system and an aircraft.

[0010] According to the invention, this object is achieved with respect to the locking system by the subject matter of claim 1. With respect to the cargo deck and the aircraft, the above-mentioned object is achieved by the subject matter of claim 12 (cargo deck) and claim 13 (aircraft).

[0011] Specifically, the object is achieved by a locking system for securing at least one transport unit for cargo items, in particular a cargo pallet, in an aircraft. The locking system comprises a plurality of locking devices, each with at least one locking element for securing and releasing the at least one transport unit at at least one predetermined position. The locking element is displaceable in a displacement direction between a fixing position and a release position. The locking system further comprises at least one actuating device for remotely actuating the locking devices.

[0012] The actuating device comprises at least one actuating unit for initiating an actuating movement and at least one sliding unit for displacing the locking element. The actuating unit for transmitting the actuating movement is connected to the sliding unit by at least one transmission section of the actuating device extending transversely to the direction of displacement. The sliding unit receives the actuating movement of the actuating unit received and / or transmitted by the transmission section and transmits it to the locking element. The actuating unit is arranged offset from the locking devices transversely to the direction of displacement, and the locking devices can be remotely actuated via the actuating unit and the transmission section.

[0013] The sliding unit is mechanically coupled to the locking element of the respective locking device in order to transmit the adjusting movement and to move the locking element in the sliding direction between the locking and release positions. The locking element has a positive-locking region formed by a toothing, and the sliding unit comprises a, in particular second, rotating element that meshes with the locking element for transferring it into the locking position and / or the release position.

[0014] A key concept of the present invention is that at least one of the locking devices can be remotely actuated by the actuating unit. Preferably, several of the locking devices, in particular at least two of the locking devices, can be remotely actuated by the actuating unit.

[0015] To make this possible, a transmission section is provided which extends transversely to the direction of displacement and connects the actuating unit and the sliding unit to one another. In other words, the transmission section bridges a path, in particular a distance, between the actuating unit and the sliding unit. The actuating unit is thus spaced apart from the sliding unit by the transmission section transversely to the direction of displacement. The actuating unit and the sliding unit are preferably indirectly connected to one another by at least one transmission element. It is advantageous here that the actuation of at least one of the plurality of locking devices does not take place at its installation or mounting position, but rather offset from the locking device transversely to the direction of displacement of the locking element. This means that the locking device can be operated remotely.

[0016] In a loading configuration of a cargo deck with two cargo transport units, in particular cargo pallets, arranged side by side in the transverse direction of the aircraft, accessibility for operating personnel to the individual locking devices is therefore not absolutely necessary, in contrast to the prior art, since their actuation via the actuating unit is offset, in particular offset, transversely to the direction of displacement of the locking element. This has the major advantage that not only cargo decks, in particular main decks, of wide-body aircraft can be loaded in two rows, but also cargo decks of aircraft with a smaller cargo deck cross-section than wide-body aircraft. This preferably applies to the double-row loading of the cargo decks with heavy-duty pallets, which usually have basic dimensions of 243.8 cm x 497.8 cm (96 inches x 196 inches) or 243.8 cm x 605.8 cm (96 inches x 238.5 inches).Such heavy-duty pallets can carry loads weighing up to 13608 kg.

[0017] The locking system according to the invention thus enables improved utilization of the cargo hold or cargo deck of aircraft, regardless of the aircraft type or the size of the cargo deck. Furthermore, the locking system according to the invention simplifies the operation of the locking devices, since several locking elements can be moved into the locking or release position with a single actuating unit. The transport units, in particular cargo pallets, can therefore be secured in their transport position in the cargo hold without great effort. Separate actuation of each locking device of the locking system is eliminated. This significantly reduces loading times for cargo decks.

[0018] With the locking system according to the invention, a single transport unit, in particular a cargo pallet, or several transport units, in particular several cargo pallets, can be fixed in an aircraft cargo deck at the same time.

[0019] In the locking system, the locking elements of the locking devices are each movable between the locking position and the release position. In the locking position, the respective locking element engages with a transport unit, which for this purpose can have at least one positive-locking region, in particular a pocket. It is possible for the locking system to have at least one locking element that engages in the locking position if no transport unit is arranged at that location. This can occur, for example, with transport units arranged one behind the other in the longitudinal direction of the aircraft and spaced from one another.

[0020] In the release position, the respective locking element is not engaged with the associated transport unit, so that the transport unit is released, particularly laterally. In one embodiment, the locking element can be guided translationally in the displacement direction at least in and / or on a housing. In this embodiment, the locking position corresponds to a position of the locking element that is at least partially extended from the housing. The release position corresponds to a position of the locking element that is at least partially retracted into the housing.

[0021] The actuating unit initiates the actuating movement for securing and / or releasing the locking elements from at least one transport unit into the transfer section. The actuating unit can execute the actuating movement manually, in particular by hand and / or foot, and / or electrically, in particular by electric motor. The actuating movement can be a rotational movement and / or a translational movement. In other words, the actuating unit can be designed to initiate a rotational movement and / or a translational movement into the transfer section. The transfer section is preferably coupled to the actuating unit in such a way that the actuating movement causes it to undergo a translational movement.

[0022] Alternatively, the transmission section can be rotated by the actuating unit. The sliding unit is connected to the transmission section in such a way that it receives the actuating movement of the actuating unit received or translated by the transmission section and transmits it to the locking element. For this purpose, the sliding unit is preferably rotated by the transmission section. The locking element is mechanically coupled to the sliding unit. Via the mechanical coupling, the sliding unit can initiate an actuating movement in the locking element in order to bring it into the fixing or release position. The sliding unit is preferably arranged on the respective locking device. Specifically, the sliding unit is preferably arranged in the immediate vicinity of the locking element.

[0023] The respective locking element is preferably tongue-shaped. The locking element can be monolithic, in particular as a block. In one embodiment, the locking element can be fork-shaped. Other configurations of the locking element are possible.

[0024] In a preferred embodiment, the actuating unit for remote actuation is provided at a distance from the locking device transversely to the direction of displacement of the at least one locking element. In other words, the actuating unit is arranged offset from the locking device transversely to the direction of displacement of the locking element. Or in other words, the actuating unit is at a distance from at least one of the locking devices transversely to the direction of displacement. Preferably, the actuating unit is arranged at a distance from several locking devices transversely to the direction of displacement. As a result, one of the locking devices or several locking devices can be remotely actuated by the actuating unit. This has the advantage that the actuating unit, as the central actuating element, is easily accessible for operating personnel for operation and for servicing. This is particularly advantageous if the actuating unit is to be accessible when the cargo deck is loaded.

[0025] In a further preferred embodiment, the actuating unit comprises at least a first rotational element and at least one actuating means by which the first rotational element can be rotated about its rotational axis to initiate an actuating movement. The first rotational element is preferably connected to the actuating means. The actuating means can be detachably connected to the first rotational element. The first rotational element can be rotated by the actuating means through a specific angle of rotation about the rotational axis. The first rotational element can assume at least two rotational positions about the rotational axis by the actuating means. The rotational position of the first rotational element preferably provides an indication of the displacement position of the locking elements.

[0026] The rotational axis of the first rotational element can be oriented vertically. The first rotational element can have a toothing at least in sections along its circumferential direction, which engages with the transmission section to initiate an adjusting movement. The first rotational element is preferably a first gear.

[0027] Alternatively, it is possible for the first rotational element to have, at least in sections, an external thread for introducing the adjusting movement into the transmission section. The first rotational element can be mechanically coupled to the transmission section via the external thread. The rotational axis of the first rotational element can be aligned horizontally. The first rotational element and the transmission section can together form, at least in sections, a screw drive and / or a worm drive. In the aforementioned embodiments relating to the first rotational element, it is advantageous that the adjusting movement can be transmitted to the transmission section in a simple and precise manner. In addition, this enables a structurally simple design of the locking system.

[0028] The actuating means can be a lever. Additionally or alternatively, the actuating means can comprise a crank. The actuating means is preferably arranged on top of the first rotation element in the installed position, in particular during actuation. Alternatively, the actuating means can be arranged laterally on the first rotation element in the installed position, in particular during actuation. The actuating means can be provided in a removable manner. In other words, the actuating means can be detachably connectable to the first rotation element. The actuating means can be arranged on the first rotation element in a foldable manner. By means of the actuating means, the first rotation element can be rotated manually, in particular by hand and / or foot, about its axis of rotation. This has the advantage that the operating personnel can quickly and easily manually actuate the locking devices and secure the transport unit(s).This keeps the complexity of the locking system to a minimum.

[0029] Alternatively or additionally, the first rotation element can be electrically rotated about its rotational axis by the actuating means. For this purpose, the actuating means can comprise at least one electric actuator, in particular an electric motor. This has the advantage that the operating personnel can electrically actuate the locking system and thus the corresponding transport unit(s) via a control console, thus eliminating the need for manual actuation of the actuating unit. This can significantly shorten loading and unloading times on the cargo deck.

[0030] The second rotation element comprises a rotation axis. The rotation axis of the second rotation element can be oriented vertically. The second rotation element can have a toothing, at least in sections along its circumferential direction, which engages with the transmission section to initiate an adjusting movement. The second rotation element is preferably a second gear.

[0031] Alternatively, the second rotational element may have, at least in sections, an external thread for receiving the adjusting movement from the transmission section. The second rotational element may be mechanically coupled to the transmission section via the external thread. The rotational axis of the second rotational element may be oriented horizontally. The second rotational element and the transmission section may together form, at least in sections, a screw drive and / or a worm drive. The adjusting movement can be received by the transmission section in a simple and precise manner via the second rotational element. This also further simplifies the structural design of the locking system.

[0032] The second rotation element of the sliding unit is preferably in direct contact with the positive locking region of the locking element. In other words, the locking element preferably interacts directly with the second rotation element via the positive locking region during sliding.

[0033] The positive locking region is preferably formed on the locking element. The positive locking region is a toothed section on the locking element that can extend in the direction of displacement. The second rotation element is preferably arranged adjacent to the locking device. In other words, the second rotation element is located on the locking device in order to move the locking element in the direction of displacement. It is advantageous here that the actuating movement is transmitted via a positive locking region, i.e., mechanically, and thus, for example, electrical means for displacing the locking element can be omitted. The locking system thus comprises a simplified structure.

[0034] The respective locking element can be guided in the direction of displacement by a housing. This can be part of the locking device, i.e. a separate housing part for guiding and supporting the locking element. Alternatively, it is possible for the respective locking element to be arranged such that it can move in or on a rail which runs in particular transversely to the direction of displacement. The rail can be a lateral guide rail which is preferably arranged in the cargo deck in the longitudinal direction of the aircraft. Additionally or alternatively, the two rotation elements are each mounted at their positions, preferably each such that they can rotate about one / the axis of rotation. The rotation elements can be mounted such that they can rotate on the housing for the locking element and / or on the rail.

[0035] The advantage here is that no separate housing is required for the locking element; instead, the rail can be used as a multifunctional element for guiding and supporting the locking element. The separate housing, on the other hand, has the advantage that the locking devices can be flexibly positioned on the rail, for example. Furthermore, the locking elements can be subsequently repositioned if necessary.

[0036] In a preferred embodiment, the transmission section has an elongated extension and comprises at least one toothed region. The toothed region can be formed in sections. The transmission section can have a single, continuously toothed region. Alternatively, the transmission section can have multiple toothed regions. The toothed region preferably engages with at least one of the rotational elements for initiating and / or transmitting the actuating movement. The transmission section is preferably formed by a toothed rack. Here, the transmission section engages with the first and second rotational elements, in particular with the toothing of the first and second rotational elements, via the at least one toothed region.

[0037] As a result, when the first rotation element is actuated, its rotational movement is converted into a translational movement of the transmission section, and then, at the contact point between the transmission section and the second rotation element, the translational movement is converted into a rotational movement of the second rotation element. Through the mechanical coupling of the second rotation element and the locking element, the rotational movement of the second rotation element is converted into a translational movement of the locking element in the displacement direction. This thus creates a mechanically coupled system that reliably transmits the actuating movement of the first rotation element to the locking element(s) in a simple manner. If, for example, at least one of several locking elements cannot properly engage in recesses provided on the transport unit, the first rotation element cannot be rotated fully into an end position.

[0038] In one embodiment, the transmission section has at least one threaded portion, in particular a threaded spindle. The threaded portion can engage with at least one of the rotational elements for initiating and / or transmitting the adjusting movement. A screw drive can be formed via the threaded portion and the engaging rotational element. This can apply to the engagement of the first rotational element as well as the engagement of the second rotational element with the threaded portion. The transmission section can have multiple threaded portions or a single continuous threaded portion. The transmission section preferably extends at least between the first rotational element and at least one second rotational element. Each rotational element can be assigned a separate threaded portion.This embodiment also represents a simple (alternative) possibility of transferring the actuating movement from the actuating unit to the locking elements.

[0039] In a further embodiment, the transmission section comprises at least one pivoting mechanism that pivotally connects the first rotational element and the second rotational element such that, upon rotation of the first rotational element, the pivoting mechanism executes a pivoting movement and sets the second rotational element in rotation. The pivoting mechanism is preferably formed by a multi-part pivoting rod assembly. The pivoting mechanism can be arranged horizontally. The pivoting rod assembly can have at least three rod elements that are pivotally connected to one another. Each of the two rotational elements is rotationally fixedly connected to one of the rod elements. One of the rod elements preferably connects the other two rod elements such that, upon a rotational movement (adjusting movement) of the first rotational element, this movement is transmitted to the second rotational element.The pivoting mechanism represents a (further alternative) possibility to transfer the actuating movement from the actuating unit to the locking elements.

[0040] The actuating unit is preferably directly connected to at least one further locking element of a further locking device for transmitting the actuating movement. In other words, a further locking element of a further locking device can engage with the first rotational element for directly receiving the actuating movement. The further locking element is preferably a locking element of the type described above. In this embodiment, a locking device is arranged on the actuating unit, in particular the first rotational element. This locking device is not connected via the transmission section, but directly to the actuating unit. Here, the actuating unit forms the sliding unit for the further locking element. This has the advantage that, for example, a transport unit can also be secured at the position of the actuating unit. The actuating unit has a dual function.

[0041] Further preferably, at least one locking position monitoring device is provided, which monitors and / or displays the position of the locking element in its direction of displacement. Particularly preferably, each of the locking devices is equipped with a locking position monitoring device in order to monitor or display the position of each locking element. Additionally or alternatively, the actuating unit can be equipped with a locking position monitoring device, so that when the actuating unit is actuated, the position of the locking elements can be determined. This makes it easy and quick to check whether the locking elements are properly securing the transport unit(s), i.e., are fully in the securing position, or whether there is a malfunction. The proper release of the transport unit(s) can also be checked.

[0042] The locking position monitoring device preferably has at least one display element with at least one colored area that indicates the locking position of the locking element. Preferably, each locking device is provided with such an display element. It is possible for the locking device and / or the sliding unit and / or the actuating unit to have at least one color-coded display element or to include a colored area that indicates the position of the locking elements. This has the advantage that the position of the locking elements or the proper locking of the transport unit(s) can be visually identified and thus quickly recognized by the operating personnel.

[0043] In a preferred embodiment, the locking position monitoring device comprises at least one magnetic switch. When the locking element is in the locked position, the magnetic switch closes an electrical circuit, thus generating an electrical signal. In the released position, the magnetic switch is open, thus interrupting the electrical circuit. The magnetic switch can be a reed switch, in particular a reed contact. Each locking device preferably has at least one magnetic switch for monitoring the locking position. The electrical signal can be displayed on an operating console for the operating personnel, so that, for example, it can be seen whether the respective locking element is in the locked position.

[0044] In a further embodiment, the locking position monitoring device comprises at least one electrical signaling device, in particular a light and / or a signaling tone generator, which can be activated or is activated by an electrical signal. The electrical signaling device can be activated by the electrical signal. This further simplifies the verification of the correct fixation of the transport unit(s) by the locking elements.

[0045] In order to ensure that the locking element(s) remains in its fixed position in the event of a malfunction, the respective locking device has at least one spring device. The spring device holds the locking element in its fixed position in the event of a malfunction. A malfunction can be, for example, a power failure and / or an undesired actuation of the actuating unit and / or a general failure of the actuating device. Generally, the malfunction relates to an undesired displacement of at least one of the locking elements from the fixed position towards the release position such that the transport unit is unsecured at this point. This must be avoided, particularly during flight operations. The spring device can have at least one spring element. The spring element can be a helical spring or a disc spring. The spring device preferably comprises at least one spring assembly which has at least one spring element, preferably a plurality of spring elements.

[0046] According to a secondary aspect, the invention relates to a cargo deck of an aircraft with at least one locking system according to the invention, wherein a plurality of locking devices are arranged spaced apart from one another along at least one rail extending in the longitudinal direction of the aircraft. Each locking element is assigned a sliding unit. The actuating unit is mechanically coupled to the sliding units by the transmission section for transmitting the actuating movement to the locking elements.

[0047] In use, several locking devices are arranged along one long side of a cargo hold of an aircraft. The locking devices are fastened to a rail, in particular a lateral guide rail, running in the longitudinal direction of the aircraft (X direction of the aircraft). The locking elements of the locking devices are preferably displaceable between the fixing and release positions transversely to the longitudinal direction of the aircraft (Y direction of the aircraft). The transmission section extends in the longitudinal direction of the aircraft from the actuating unit to the sliding unit, which, when the actuating unit is actuated, displaces the locking element in the displacement direction, i.e. transversely to the longitudinal direction of the aircraft. Each locking element is assigned a separate sliding unit, which is connected to the actuating unit via the transmission section for receiving an actuating movement.

[0048] According to a further subordinate aspect, the invention relates to an aircraft with at least one locking system according to the invention and / or a cargo deck of the type mentioned above.

[0049] Regarding the advantages of the cargo deck and the aircraft, reference is made to those explained in connection with the locking system. Furthermore, the cargo deck or the aircraft may alternatively or additionally feature individual or a combination of several of the features previously mentioned in relation to the locking system.

[0050] The invention will be explained in more detail below with reference to the accompanying drawings. The illustrated embodiments represent examples of how the locking system according to the invention can be designed.

[0051] In these show, Fig. 1 is a schematic representation of a locking system according to a first embodiment of the invention; Fig. 2 is a schematic representation of a mechanical coupling between a locking device and a transmission section of the locking system according to Fig. 1 ; Fig. 3 is a schematic representation of a locking system according to a second embodiment of the invention; and Fig. 4 is a schematic representation of a mechanical coupling between a locking device and a transmission section of the locking system according to Fig. 3 .

[0052] In the following description, the same reference numbers are used for identical and equivalent parts.

[0053] The Fig. 1 and 3 show a schematic representation of a locking system 10 according to an exemplary embodiment of the invention. The locking system 10 is used in the cargo decks of aircraft.

[0054] A Cartesian coordinate system is typically used to provide individual directional information within an aircraft. The X-axis extends from the tail to the nose, the Y-axis is perpendicular to the X-axis and lies essentially in the plane spanned by the wings, and the Z-axis is perpendicular to the X- and Y-axes.

[0055] Specifically, the locking system 10 serves to secure one or more transport units. A transport unit is preferably a freight pallet, in particular a heavy-duty pallet. Other transport units are possible. In the following, the transport unit is generally referred to as a freight pallet.

[0056] The locking system 10 comprises several locking devices 11 each with at least one locking element 12, wherein Fig. 1 as well as Fig. 3 Only one of the several locking devices 11 is shown by way of example. The locking system 10 further comprises a further locking device 11' with a further locking element 12'. The locking elements 12, 12' are tongue-shaped. More specifically, the locking elements 12, 12' have a monolithic, in particular block-like, shape. Other shapes of the locking elements 12, 12' are possible.

[0057] The locking elements 12, 12' serve to secure and release at least one cargo pallet at a predetermined position in a cargo deck. The locking elements 12, 12' are movable in a displacement direction v between a fixing position and a release position.

[0058] In the locking position, the locking elements 12, 12' secure the cargo pallet opposite the respective locking element in its position. The locking elements 12, 12' preferably engage in recesses, particularly pockets, in the cargo pallet and secure them in the X and Z directions of the aircraft. In the release position, the locking elements 12, 12' are released from the opposite cargo pallet. In other words, the locking elements 12, 12' release the cargo pallet in the release position.

[0059] As in Fig. 1 and 3 As can be seen from the double arrows, the locking elements 12, 12' are moved in the direction of displacement between the release position and the locking position for fastening and releasing. This movement corresponds to a translational movement.

[0060] To actuate the locking devices 11, 11', the respective locking system 10 has Fig. 1 and 3an actuating device 13. The actuating device 13 has an actuating unit 14, a separate sliding unit 15 for each locking element 11, and a transmission section 16. The actuating unit 14 serves to initiate an actuating movement into the transmission section 16. The transmission section 16 serves to receive the actuating movement of the actuating unit 14 and to transmit the received actuating movement to the respective sliding unit 15. The sliding unit 15 is designed to receive the actuating movement from the transmission section 16 and to transmit it to the locking element 12.

[0061] The actuating unit 14 is thus connected to the sliding units 15 via the transmission section 16 for transmitting an actuating movement for the locking elements 11. The transmission section 16 extends transversely to the displacement direction v of the locking elements 12, 12'. The actuating unit 14 and the sliding units 15 are mechanically coupled to one another via the transmission section 16. In addition, the sliding units 15 are mechanically coupled to the respective associated locking element 12.

[0062] According to the Fig. 1 and 3 The actuating unit 14 is offset from the locking devices 11 transversely to the direction of displacement. In other words, the actuating unit 14 is spaced apart from the locking devices 11 transversely to the direction of displacement. Due to this offset and the transmission unit, the locking devices 11 can be remotely actuated via the actuating unit 14.

[0063] The actuating unit 14 comprises in the embodiments according to Fig. 1 as well as Fig. 3 an actuating means 18 and a first rotation element 17 rotatable by the actuating means 18. The first rotation element 17 is preferably adjustable between two rotational positions by the actuating element 18. These rotational positions correspond to the release or locking position of the locking elements 12, 12'. If the first rotation element 17 cannot be fully moved into one of the two rotational positions when securing the freight pallets, this is an indication that at least one of the locking elements 12, 12' is not properly engaging a recess in the pallets.

[0064] The actuating means 18 is designed as a crank 19, by which the first rotary element 17 can be rotated about its axis of rotation. Alternatively, the actuating means 18 can be a lever and / or an electric drive. In the installed position, the crank 19 is arranged on top of the first rotary element 17. The crank 19 is preferably detachably connected to the first rotary element 17. Alternatively, the crank 19 can be fixedly, in particular stationary, arranged on the first rotary element 17. More specifically, the crank can be arranged on the first rotary element via a detachable plug connection. The crank 19 can thus be removable.

[0065] The respective sliding unit 15 has a second rotation element 21 with a central rotation axis. The second rotation element 21 is rotatable about its rotation axis. The second rotation element 21 is in contact with the locking element 12. The second rotation element 21 is arranged on the locking element 12.

[0066] The first and second rotation elements 17, 21 are each designed as a gear. The rotation axes of the rotation elements 17, 21 are aligned in the Z-direction, i.e., vertically, in the installed position. In other words, the rotation elements 17, 21 are arranged such that the toothing is located laterally on the outer circumference. The rotation elements 17, 21 are thus arranged vertically. Fig. 2 and 4 a second rotation element 21 with external teeth is shown.

[0067] In the locking system 10 according to Fig. 1 the transmission section 16 is formed with a toothed region 23. The transmission section 16 here is a rack, wherein the toothed region of the rack faces the rotational elements 17, 21. The gears 17, 21 engage with the toothed region 23 of the rack. The rotational movement of the first rotational element 17 is introduced into the transmission section 16 via the toothed region 23. This sets the transmission section 16 or the rack into a translational movement transverse to the direction of displacement of the locking elements 12. Through the mechanical coupling of the second rotational elements 21, the translational movement of the rack is converted into a rotational movement of the second rotational elements 21. Since the second rotational elements 21 are each mechanically connected to one of the locking elements 12, the rotational movement of the second rotational elements 21 is transmitted to the locking elements 12.

[0068] In contrast to the locking system 10 according to Fig. 1 The locking system 10 has Fig. 3 a transmission section 16 with a pivoting mechanism 24. In Fig. 3 Specifically, a pivoting linkage with multiple rod elements 26, 27, 28 is shown. The rod elements 26, 27, 28 are pivotally connected to one another. A first rod element 26 is connected to the first rotation element 17 in a rotationally fixed manner by a first end 26'. The first rod element 26 extends angularly away from the first rotation element 17. The first rod element 26 is pivotally connected to a second rod element 27 by a second end 26". The second rod element 27 extends transversely to the displacement direction at least as far as the third rod element 28. Preferably, a plurality of locking devices 11 (not shown) are provided, each of which is assigned a third rod element 28. The same applies to the sliding units 15 and the second rotation elements 21, which are also provided for each locking device 11.

[0069] The respective third rod element 28 is pivotally connected at a first end 28' to the second rod element 27. At a second end 28", the third rod element 28 is rotationally fixedly connected to the second rotation element 21 in order to convert the pivoting movement of the pivoting linkage into a rotational movement of the second rotation element 21. This connection is, for example, in Fig. 4 The pivoting movement of the linkage is achieved by rotating the first rotation element 17. The first rod element 26 rotates around the rotation axis of the first rotation element 17 and pivots the second rod element 27. Due to the articulated connection of the third rod element 28 to the second rod element 27 and the rotationally fixed connection of the third rod element 28 to the second rotation element 21, the second rotation element rotates around its own rotation axis when pivoting. Since the second rotation element 21 is mechanically coupled to the locking element 12, the rotational movement of the second rotation element 21 is transferred to the locking element 12.

[0070] The respective locking element 12 has a positive-locking region 22 formed by a toothing. The second rotational elements 21 mesh with the respective locking element 12. The rotational movement of the second rotational element 21 is converted into a translational movement of the locking element 12 by this mechanical connection. The adjusting movement of the first rotational element 17 is thus transmitted to the locking elements 12 via the rack and the second rotational elements 21. The further locking element 12' described above, in contrast, directly absorbs the rotational movement of the first rotational element 17. For this purpose, the further locking element 12' is in direct contact with the first rotational element 17, in particular in tooth engagement.

[0071] The further locking element 12', like the locking element 12, has the form-fitting region 22. Regarding the mechanical coupling between the first rotational element 17 and the further locking element 12' for translating the rotational movement into a translational movement of the further locking element 12', reference is made to the above description with regard to the coupling between the second rotational elements 21 and the locking elements 12.

[0072] The locking elements 12, 12' according to Fig. 1 and Fig. 3 comprise a spring device 25 which has at least one spring element 29. In the Fig. 2 and 4It can be seen that the spring element 29 is arranged on a rear side of the respective locking element 12, 12'. To guide and hold the spring element 29, the locking device 11, 11' has an extension 31 onto which the spring element 29 is pushed. The spring element 29 can be a helical spring. The spring element 29 can be formed by a spring assembly. The spring element 29 is supported, for example, on a housing (not shown) or an abutment in order to pretension the locking element 12, 12' in the direction of displacement towards the fixing position. In the event of a malfunction, this prevents the locking element 12, 12' from becoming unduly detached from the freight pallet to be fixed.

[0073] To monitor whether the locking elements 12, 12' for securing the freight pallets are in the securing position, a locking position monitoring device is preferably provided. This can have a display element with at least one colored area that indicates the securing position of the locking element 12, 12'. Alternatively or additionally, the locking position monitoring device can comprise at least one magnetic switch, wherein in the securing position of the locking element 12, 12', the magnetic switch closes an electrical circuit and generates an electrical signal. The locking position monitoring device can comprise at least one electrical signaling means, in particular a light and / or a signal tone generator, which is activated by the generated electrical signal.

[0074] At this point, it should be noted that all parts described above, viewed individually and in any combination, particularly the details shown in the drawings, are claimed as essential to the invention. Bezugszeichenliste

[0075] 10 Locking system 11 Locking device 11' Further locking device 12 Locking element 12' Further locking element 13 Actuating device 14 Setting unit 15 Sliding unit 16 Transmission section 17 First rotation element 18 Actuating means 19 Crank 21 Second rotation element 22 Positive locking area 23 Toothed area 24 Pivoting mechanism 25 Spring device 26 First rod element 26' First end of the first rod element 26' Second end of the first rod element 27 Second rod element 28 Third rod element 28' First end of the third rod element 28' Second end of the third rod element 29 Spring element 31 Extension v Direction of displacement

Claims

1. Locking system (10) for securing at least one transport unit for cargo items, in particular a cargo pallet, in an aircraft, comprising: - a plurality of locking devices (11), each having at least one locking element (12) for securing and releasing the transport unit at least one predetermined position, wherein the locking element (12) is displaceable in a displacement direction (v) between a fixed position and a release position; and - at least one actuating device (13) for remotely actuating the locking devices (11), wherein the actuating device (13) has at least one positioning unit (14) for initiating a positioning movement and at least one sliding unit (15) for displacing the locking element (12), wherein the positioning unit (14) is connected to the sliding unit (15) for transmitting the positioning movement by means of at least one transmission section (16) of the actuating device (13) extending transversely to the displacement direction (v), wherein the sliding unit (15) receives the positioning movement of the positioning unit (14) received and / or transmitted by the transmission section (16) and transmits it to the locking element (12), wherein the positioning unit (14) is arranged offset by the locking devices (11) transversely to the direction of displacement (v) and the locking devices (11) can be remotely actuated via the positioning unit (14) and the transmission section (16), wherein the sliding unit (15) is mechanically coupled to the locking element (12) of the respective locking device (11) in order to transmit the positioning movement and move the locking element (12) in the direction of displacement (v) between the fixing and release positions, wherein the locking element (12) has a form-fitting area (22) which is formed by a toothing, and the sliding unit (15) comprises a, in particular second, rotary element (21) which is in meshing engagement with the locking element (12) for transfer into the fixing position and / or into the release position.

2. Locking system (10) according to claim 1, characterized in that the positioning unit (14) for remote actuation is spaced apart from the locking device (11) transversely to the direction of displacement (v) of the at least one locking element (12).

3. Locking system (10) according to claim 1 or 2, characterized in that the positioning unit (14) comprises at least one first rotary element (17), in particular a first gearwheel, and at least one actuating means (18), by means of which the first rotary element (17) can be rotated about its axis of rotation in order to initiate a positioning movement.

4. Locking system (10) according to claim 3, characterized in that the actuating means (18) comprises a lever and / or a crank (19) and / or an electric actuator.

5. Locking system (10) according to one of the preceding claims, in particular according to one of claims 3 or 4, characterized in that the transmission section (16) has an elongated extension and comprises at least one toothed area (23), in particular a rack, and / or at least one threaded area, in particular a threaded spindle, which engages with at least one of the rotary elements (17, 21) for initiating and / or transmitting the positioning movement.

6. Locking system (10) according to one of the preceding claims, in particular according to one of claims 3 to 5, characterized in that the transmission section (16) comprises at least one swivel mechanism (24), in particular a swivel linkage, which connects the first rotary element (17) and the second rotary element (21) in an articulated manner such that, when the first rotary element (17) rotates, the swivel mechanism (24) performs a swiveling movement and causes the second rotary element (21) to rotate.

7. Locking system (10) according to one of the preceding claims, characterized in that the positioning unit (14) is directly connected to at least one further locking element (12') of a further locking device (11') for transmitting the positioning movement.

8. Locking system (10) according to one of the preceding claims, characterized in that at least one locking position monitoring device is provided which monitors and / or indicates the position of the locking element (12, 12') in its direction of displacement (v).

9. Locking system (10) according to one of the preceding claims, in particular according to claim 8, characterized in that the locking position monitoring device has at least one display element with at least one colored area which indicates the fixed position of the locking element (12, 12') and / or the locking position monitoring device comprises at least one magnetic switch, wherein, in the fixed position of the locking element (12), the magnetic switch closes an electrical circuit and generates an electrical signal.

10. Locking system (10) according to one of claims 8 or 9, characterized in that the locking position monitoring device comprises at least one electrical signal means, in particular a light and / or a signal tone generator, which can be activated or is activated by the electrical signal.

11. Locking system (10) according to one of the preceding claims, characterized in that the locking device (11) has at least one spring device (25) which fixes the locking element (12) in the fixed position in the event of a malfunction.

12. Cargo deck of an aircraft having at least one locking system (10) according to one of the preceding claims, wherein a plurality of locking devices (11) are arranged at a distance from one another along at least one rail extending in the longitudinal direction of the aircraft, wherein each locking element (12) is assigned a sliding unit (15) and the positioning unit (14) is mechanically coupled to the sliding units (15) by the transmission section (16) for transmitting the positioning movement to the locking elements (12).

13. Aircraft having at least one locking system (10) according to one of claims 1 to 11 and / or at least one cargo deck according to claim 12.