Loose load handling

Abstract

A loose load handling system for unloading a loose load, at a hub comprises a vehicle 101 comprising a container 103 supported on a chassis 105, equipped with an in-vehicle conveyor 109 positioned on

Description

24 06 25 Technical Field

[0001] This disclosure relates to loose load handling, such as unloading parcels or other items from vehicles. Background

[0002] Today, unloading of parcels from lorry trailers is generally achieved by having the parcels within metal cages stacked inside the trailers, and the cages are individually unloaded and tipped upside down, so that the parcels they contain fall onto a conveyor belt which feeds them into a further conveyor system such as an automated sorting system. Summary

[0003] The invention is defined as set out in the appended set of claims.

[0004] In the following, systems and methods for loose load handling are described. A system comprises a vehicle comprising a container supported on a chassis, equipped with an in-vehicle conveyor positioned on the container floor to support the loose load. An at-hub conveyor is provided having a receiving end at a lower level than the in-vehicle conveyor so that a loose load can drop from the in-vehicle conveyor onto the at-hub conveyor. The at-hub conveyor has a length and capacity which is similar to or larger than a length and capacity of the in-vehicle conveyor.

[0005] A method of loose load handling comprises loosely loading items for transport into the vehicle such that the loose items are supported on the in-vehicle conveyor. At the hub, a conveyor is positioned having a receiving end at a lower level than the in-vehicle conveyor. The in-vehicle conveyor is positioned so that the items can drop onto the at-hub conveyor and operated to drop the items from the in-vehicle conveyor onto the at-hub conveyor.

[0006] There is also described a method of unloading items at a hub comprising positioning one or both of a conveyor at the hub and the in-vehicle conveyor so that the conveyor at the hub has a receiving end at a lower level than the in-vehicle conveyor and items can drop from the in-vehicle conveyor onto the at-hub conveyor; and controlling the in-vehicle conveyor from the hub to drop the items from the in-vehicle conveyor onto the at-hub conveyor. Brief Description of the Drawings

[0007] Examples of systems and methods for loose load handling are described below, by way of example, with reference to figure 1 which is a schematic diagram of a loose load handling system. Detailed Description 24 06 25

[0008] Parcels and similar items to be sent from various locations to various destinations are typically collected at a "hub" at which they are sorted to facilitate efficient delivery. The hub may comprise automated sorting equipment and may be housed in a dedicated building. A vehicle loaded with items to be sorted at a hub may be unloaded at the hub. Various systems are currently in use to facilitate the unloading of the vehicle and feeding of the items into the hub. These may be designed to take account of the nature of the items. For example some items are required to be stacked and some may be transported loosely. Examples of items that may be transported loosely include letters, soft parcels and other non-fragile items. Items to be transported loosely may have to be under a predetermined weight and / or volume.

[0009] Within a hub, loose items may be handled by a singulator, apparatus well known in the art, which comprises mechanical devices arranged to transform a bulk flow of items into a spaced and aligned flow for sorting. A system as described here may feed items to a singulator.

[0010] There is described in the following a system for unloading loosely loaded items from a vehicle that does not require the items to be transported in containers. Figure 1 is a schematic diagram of such a system.

[0011] In the system 100 of figure 1, items are transported from various locations to a hub 150 in lorries or other suitable vehicles. The hub 150 may comprise everything shown to right of the vertical line A in figure 1.

[0012] One lorry 101 is shown in figure 1. A lorry or other suitable vehicle may comprise a container 103, usually covered, supported on a chassis 105. The container 103 may have a flat floor 107 on which items to be transported are placed and a rear door or doors, not shown. The container 103 and chassis 105 may be part of a trailer as is well known.

[0013] The example system is described here with reference to unloading of parcels but it is to be understood that it is equally suitable for other kinds of item that may be transported loosely. Similarly reference is made to lorries but other kinds of vehicles may be used.

[0014] Lorry 101 is equipped with a conveyor 109 positioned on the container floor 107, referred to here as an in-vehicle conveyor. As shown schematically in figure 1, parcels 120 may be loosely loaded on the in-vehicle conveyor 109 rather than for example being loaded into containers before placement on the in-vehicle conveyor 109. The conveyor may be an endless belt conveyor or any other suitable conveyor that may be operated to move items loaded onto the in-vehicle conveyor 109 in the longitudinal dimension of the container, e.g. the forward or rearward direction of travel of the lorry. In one possible implementation the in-vehicle conveyor 109 comprises a modular belt, made for example of plastic or other material as is known in the art. Another suitable option is a rubberised 24 06 25 conveyor of the kind typically found in a hub or similar facility. Others will be well-known to those skilled in the art.

[0015] The in-vehicle conveyor 109 may extend substantially the full length of the container 103, although this is not essential. For example a lorry 101 could be equipped to transport contained items as well as loose items by use of compartments or other suitable means. Further, the in-vehicle conveyor 109 may extend across substantially the full width of the lorry container 103.

[0016] The in-vehicle conveyor 109 may be braked or otherwise prevented from moving while the lorry is being driven. Usually when the lorry is stationary, the conveyor 109 may be operated to transport items into the container from the rear of the container towards the front for loading or in the opposite direction for unloading. In one possible implementation, items may be loaded into the container 103 from a loading conveyor. In order to build depth in the load in the container 103 the loading conveyor may be raised as the in-vehicle conveyor moves the load towards the front of the vehicle. Alternatively the container may be filled from the top in which case it may not be necessary to operate the in-vehicle conveyor for loading.

[0017] The in-vehicle conveyor 109 may be manually operated but for heavy loads it would be more usual for it to be driven, as is common with conveyors sometimes referred to as powered beds. Thus in a possible implementation, the lorry 101 may be reversed up to the hub, rear door(s) opened, and the in-vehicle conveyor 109 may be operated to move the parcels 120 in the reverse direction out of the doors.

[0018] In the system of figure 1 the hub 150 comprises a series of conveyors to convey parcels from the lorry 101 to a singulator, indicated but not illustrated. A first at-hub conveyor 155 has a receiving end, shown to the left in figure 1, at a lower level than the conveyor 109 so that the load, i.e. parcels 120, can drop from the in-vehicle conveyor 109 to onto the first at-hub conveyor 155. In the system 100 of figure 1, the hub 150 has a floor 157 at a similar level to the container floor 107. A pit or lowered floor 159 is provided to enable at least the receiving end of the first at-hub conveyor 155 to be at the lower level. The pit may be at road level. Ideally but not necessarily the pit or lowered floor 159 is within the hub building so that the parcels are not exposed to the weather.

[0019] The first at-hub conveyor 155 may have a similar length, and hence similar capacity, to the in-vehicle conveyor 109. It may be wider, for example to receive parcels that might drop slightly sideways from the in-vehicle conveyor 109. Alternatively the first at-hub conveyor 155 may have a larger capacity than the in-vehicle conveyor 109, for example at least 1.5 times the capacity of the in-vehicle conveyor, to allow for buffering. Thus for example the length of the first at-hub conveyor 155 may be at least 1.5 times the length of the in-vehicle conveyor 109, and optionally similar in width.

[0020] Within the hub 150, parcels may be conveyed at a higher level than the container floor 107 to be fed to a singulator as mentioned above. This is achieved in the system of figure 1 by the first at-hub conveyor 155 being arranged to convey parcels up a slope. In other words the 24 06 25 discharge end of the first at-hub conveyor 155, to the right of figure 1, is at a higher level than the receiving end.

[0021] In a possible implementation the first at-hub conveyor 155 may discharge directly to a singulator or other at-hub apparatus. In the system of figure 1 items are discharged from the first at-hub conveyor to a second at-hub conveyor 160. The second at-hub conveyor may be substantially horizontal and may be positioned below the discharge end of the first at-hub conveyor 155 so that items can drop from the first at-hub conveyor 155 onto the second at-hub conveyor 160. A third at-hub 162 conveyor is shown, below the level of the second at-hub conveyor 160, to convey items from the second at-hub conveyor to a singulator. The second at-hub conveyor 160 may serve as a buffer for items unloaded from one or more in-vehicle conveyors and may therefore have capacity for multiple in-vehicle conveyor loads. For example the second at-hub conveyor 160 may have capacity for 3 in-vehicle conveyor loads, optionally by the second at-hub conveyor being three times the length of the in-vehicle conveyor. A length of 40 metres would be suitable for such an at-hub conveyor based on current common trailer dimensions.

[0022] In the system of figure 1, a system for traditional containerised unloading is shown by way of comparison. In a possible implementation the loose unloading may take place in parallel with traditional containerised unloading. Figure 1 schematically shows the traditional containerised unloading taking place below loose onloading but it will be appreciated that these may also take place on similar levels.

[0023] The system for traditional containerised unloading comprises roll cages 170 in which the items have been transported in a vehicle. A robot tipper 171 tips the cages in turn so that their contents fall onto a fifth in-hub conveyor 172, arranged to convey items from the cages to a singulator. Notably the receiving end of the fifth in-hub conveyor 172 is above the receiving end of the first in-hub conveyor. It is also significantly shorter than the first in-hub conveyor. The fifth in-hub may also be arranged to convey parcels up a slope.

[0024] Any of the in-hub conveyors described here may be of standard design, as with the in-vehicle conveyor 109.

[0025] A method of loose load handling using the system described here may comprise the following steps, not necessarily in the following order:

[0026] Items fortransport are loosely loaded into a vehicle comprising a container 103 supported on a chassis 105 equipped with an in-vehicle conveyor 109 positioned on the container floor 107, such that the loose items are supported on the in-vehicle conveyor 109. The items are then transported in the vehicle, e.g. lorry 101, to a hub. 24 06 25

[0027] At the hub, an in-hub conveyor 155 is positioned having a receiving end at a lower level than the in-vehicle conveyor 109. This in-hub conveyor 155 may be permanently in position, or it may be mobile and moved into place as desired depending on how an in-coming vehicle is loaded.

[0028] The in-vehicle conveyor 109 is positioned so that the items can drop from the in- vehicle conveyor 109 onto the at-hub conveyor 155. This may comprise reversing the vehicle so that the rear end of the in-vehicle conveyor 109 is at a similar horizontal position to the receiving end of the at-hub conveyor 155, or overlapping as shown in figure 1. In some implementations it may be possible to move the in-vehicle conveyor 155 partially out of the container 103 to facilitate unloading and reduce the distance by which the vehicle needs to be reversed.

[0029] The in-vehicle conveyor 109 is then operated to drop the items from the in-vehicle conveyor onto the at-hub conveyor 155. As noted above, the in-vehicle conveyor 155 may be powered. For example the in-vehicle may be provided with one or motors powered from a suitable source. Further, the in-vehicle conveyor may be powered from the hub 150. For example, the vehicle driver may walk to the rear of the vehicle, open the door, connect the power and press a start button to operate the in-vehicle conveyor.

[0030] Additionally or alternatively to being powered from the hub, in-vehicle conveyor may be controlled from the hub, for example by the driver connecting a control cable from the hub to the in-vehicle conveyor. In some implementations power and control may be provided in one connecting cable. By controlling the in-vehicle conveyor 109 from the hub, it may become part of the hub automation, in other words integrated into the hub parcel handling apparatus. Operation of the in-vehicle conveyor 109 may be coordinated with operation of apparatus comprised in the hub. Thus for example if it is required to stop or slow down operation of any at-hub apparatus, such as any of the inhub conveyors or a singulator, the in-vehicle conveyor 109 may be stopped or slowed as necessary. Similarly if it is required to stop or slow down operation of the in-vehicle conveyor 109, at-hub apparatus such as any of the in-hub conveyors or a singulator, may be stopped or slowed as necessary. The operation of apparatus may be controlled using sensors as is known in the art. Operation of any part of the apparatus such as in-vehicle or at-hub conveyors or singulator may be in response to sensing of operation of one or more other parts of the apparatus.

[0031] It will be appreciated from the foregoing that a method of unloading only may be implemented at a hub when the items have been transported to the hub in any manner as described above. The method implemented at the hub may comprise positioning one or both of a conveyor 155 at the hub and the in-vehicle conveyor 109 so that the conveyor 155 at the hub has a receiving end at a lower level than the in-vehicle conveyor 109 and items can drop from the in-vehicle conveyor onto the at-hub conveyor. The in-vehicle conveyor 109 may then be controlled from the hub to drop the items from the in-vehicle conveyor 109 onto the at-hub conveyor 155.

[0032] With the methods described above, a vehicle may be unloaded in a matter of minutes as compared to hours with containerised loads. Once the vehicle is unloaded, after a final check that 24 06 25 unloading is complete the driver may unplug the power and / or control cables, close the door and drive away. Notably where the container is on a trailer, there is no need for handling, shunting or unloading of trailers. The in-vehicle conveyor 109 may be considered to be a "false trailer" in that it avoids the need for a trailer to be manipulated.

[0033] It will be understood that the benefits and advantages described above may relate to one implementation or may relate to several implementations. The invention is not limited to implementations that solve any or all of the stated problems or those that have any or all of the stated benefits and advantages. Variants should be considered to be included into the scope of the invention.

[0034] Any reference to 'an' item refers to one or more of those items. The term 'comprising' is used herein to mean including the method steps or elements identified, butthat such steps or elements do not comprise an exclusive list and a method or apparatus may contain additional steps or elements.

[0035] The order of the steps of the methods described herein is exemplary, but the steps may be carried out in any suitable order, or simultaneously where appropriate. Additionally, steps may be added or substituted in, or individual steps may be deleted from any of the methods without departing from the scope of the subject matter described herein. Aspects of any of the examples described above may be combined with aspects of any of the other examples described to form further examples without losing the effect sought.

[0036] It will be understood that the above description is given by way of example only and that various modifications may be made by those skilled in the art. What has been described above includes examples of one or more embodiments. It is, of course, not possible to describe every conceivable modification and alteration of the above, but one of ordinary skill in the art can recognize that many further modifications and permutations are possible. Accordingly, the foregoing is intended to embrace all such alterations, modifications, and variations that fall within the scope of the appended claims.

Claims

24 06 251. A loose load handling system for unloading a loose load at a hub, the system comprising:a vehicle comprising a container supported on a chassis, equipped with an in-vehicle conveyor positioned on the container floor to support the loose load; andan at-hub conveyor having a receiving end at a lower level than the in-vehicle conveyor so that a loose load can drop from the in-vehicle conveyor onto the at-hub conveyor,wherein the at-hub conveyor has a length and capacity which is similar to or larger than a length and capacity of the in-vehicle conveyor.

2. The system of claim 1, wherein the in-vehicle conveyor extends substantially the full length of the container.

3. The system of claim 1 or claim 2, wherein the hub has a floor at a similar level to the container floor.

4. The system of claim 1,2 or 3, comprising a pit or lowered floor to enable at least the receiving end of the first at-hub conveyor to be at the lower level.

5. The system of any preceding claim, wherein the discharge end of the at-hub conveyor is at a higher level than the receiving end.

6. The system of any preceding claim, arranged for the in-vehicle conveyor to be powered from the hub.

7. The system of any preceding claim, arranged for the in-vehicle conveyor to be controlled from the hub.

8. The system of claim 7, configured such that operation of the in-vehicle conveyor may be coordinated with operation of apparatus comprised in the hub.

9. The system of any preceding claim, comprising a second at-hub conveyor havingcapacity for multiple in-vehicle conveyor loads arranged to receive items discharged from the first at-hub conveyor.

10. A method of loose load handling, comprising:loosely loading items for transport into a vehicle comprising a container supported on a chassis equipped with an in-vehicle conveyor positioned on the container floor, such that the loose items are supported on the in-vehicle conveyor;transporting the items in the vehicle to a hub;24 06 25positioning a conveyor at the hub having a receiving end at a lower level than the in-vehicle conveyor, the at-hub conveyor having a length and capacity which is similar to or larger than a length and capacity of the in-vehicle conveyor;positioning the in-vehicle conveyor so that the items can drop from the in-vehicle conveyor onto the at-hub conveyor; andoperating the in-vehicle conveyor to drop the items from the in-vehicle conveyor onto the at-hub conveyor.

11. The method of claim 10, comprising powering the in-vehicle conveyor powered from the hub.

12. The method of claim 10 or claim 11, comprising controlling the in-vehicle conveyor from thehub.

13. The method of claim 10, 11 or 12, comprising coordinating operation of the in-vehicle conveyor with operation of apparatus comprised in the hub.

14. A method of unloading items at a hub which have been transported to the hub in a vehicle comprising a container supported on a chassis equipped with an in-vehicle conveyor positioned on the container floor, such that the loose items are supported on the in-vehicle conveyor, the method comprising:positioning one or both of a conveyor at the hub and the in-vehicle conveyor so that the conveyor at the hub has a receiving end at a lower level than the in-vehicle conveyor and items can drop from the in-vehicle conveyor onto the at-hub conveyor, the at-hub conveyor having a length and capacity which is similar to or larger than a length and capacity of the in-vehicle conveyor; andcontrolling the in-vehicle conveyor from the hub to drop the items from the in-vehicle conveyor onto the at-hub conveyor.

15. The method of claim 14, comprising powering the in-vehicle conveyor powered from the hub.

16. The method of claim 14 or 15, comprising coordinating operation of the in-vehicle conveyorwith operation of apparatus comprised in the hub.

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