Cargo loader, controller, controller operation method, and cooperative control method

Abstract

To reduce a burden on a worker in handling of a cargo using a dolly.SOLUTION: A disclosed dolly system comprises multiple dollies and a controller. Each dolly includes a placement surface on which a cargo is placed and a transfer drive device which transfers the cargo to the other dolly on the basis of a signal from the controller. The multiple dollies include one or more first dollies which serve as transfer points of the cargo with respect to a cargo loader. The first dolly includes a rotation drive device which horizontally rotates the placement surface of the first dolly on the basis of the signal from the controller.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a dolly system. and cargo loaders, etc. Regarding. [Background technology]

[0002] Dollies are one type of aircraft ground support equipment (GSE) for the ground handling of aircraft. Dollies are equipment used to transport aircraft cargo. Examples of dollies include container dollies (see Patent Document 1) for transporting containers and pallet dollies (Patent Document 2) for transporting pallets.

[0003] When loading and unloading cargo onto and from an aircraft, a cargo loader such as a high lift loader is attached to a cargo entrance of a cargo hold of the aircraft. The cargo loader is an on-board work device that is attached to an aircraft for loading and unloading cargo.

[0004] Cargo to be loaded onto an aircraft is transported to the cargo loader by a dolly. Cargo on the dolly is transferred to the cargo dolly by human power. The cargo loader transports the cargo transferred from the dolly to the cargo hold of the aircraft. Cargo to be unloaded from the aircraft is removed from the cargo hold and transported to the dolly by the cargo loader.

[0005] Patent Document 3 discloses a trailer for transporting air containers. The trailer for transporting air containers in Patent Document 3 loads and unloads air containers from the width direction of the vehicle body via a dolly and transports them through roads outside the airport, and is not a dolly. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Japanese Patent Application Publication No. 11-348840 [Patent Document 2] JP 2008-230404 A [Patent Document 3] JP 2021-133865 A Summary of the Invention

[0007] Traditionally, In Dori Cargo handling is done manually, which places a heavy burden on workers. For example, workers may: On the dori The cargo must be pushed manually, and since each cargo generally weighs several hundred kilograms, the burden on the worker is extremely heavy.

[0008] therefore, Using Dori It is desirable to reduce the burden on workers in handling cargo.

[0009] Certain aspects of the present disclosure are a cargo loader, a controller, a method of operating the controller, and a coordinated control method. The present disclosure other The disclosed dolly system is used to transport cargo on an aircraft and transfer the cargo between the aircraft and a cargo loader mounted on the aircraft.

[0010] The disclosed dolly system may include a plurality of dollies connected in series via a connection part, and one or more controllers for controlling the plurality of dollies. Each of the plurality of dollies may include a loading surface on which the cargo is placed, and a transfer drive device for generating a drive force for transferring the cargo placed on the loading surface to another dolly connected adjacent to the plurality of dollies based on a signal from the controller.

[0011] The plurality of dollies may include one or more first dollies that are transfer points of cargo to and from the cargo loader.

[0012] The first dolly may be equipped with a rotation drive device that changes the orientation of the cargo placed on the loading surface by horizontally rotating the loading surface of the first dolly based on a signal from the controller, and changes the transfer direction by the transfer drive device.

[0013] Further details will be described in the following embodiments. [Brief description of the drawings]

[0014] [Figure 1] FIG. 1 is an explanatory diagram of a dolly system according to an embodiment. [Diagram 2] FIG. 2 is a plan view of the dolly system and cargo loader, as well as a plan view and a cross-sectional view of the cargo hold. [Diagram 3] FIG. 3 is a data structure diagram showing on-board data. [Figure 4] FIG. 4 is a hardware configuration diagram of the dolly system, the cargo loader, and the like. [Diagram 5] FIG. 5 is an explanatory diagram of the second dolly. [Figure 6] FIG. 6 is an explanatory diagram of the first dolly. [Figure 7] FIG. 7 is an explanatory diagram of the first dolly. [Figure 8] FIG. 8 is an explanatory diagram of a cargo loader. [Figure 9] FIG. 9 is a flowchart of the loading and unloading process. [Figure 10] FIG. 10 is an explanatory diagram showing an example of unloading. [Figure 11] FIG. 11 is an explanatory diagram showing an example of unloading. [Figure 12] FIG. 12 is an explanatory diagram showing an example of mounting. [Figure 13] FIG. 13 is an explanatory diagram showing an example of mounting. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0015] <1. Overview of Dolly System etc.>

[0016] (1) The system according to the embodiment may be a dolly system used for transporting cargo of an aircraft and transferring the cargo between the aircraft and a cargo loader mounted on the aircraft. The dolly system according to the embodiment may include a plurality of dollies connected in series via a connecting portion, and one or a plurality of controllers for controlling the plurality of dollies.

[0017] Each of the dollies may include a loading surface on which the cargo is placed, and a transfer drive device that generates a drive force for transferring the cargo placed on the loading surface to another dolly adjacent to the dollies connected to the dollies based on a signal from the controller. In this case, the cargo can be transferred to the other dolly by the transfer drive device, reducing the load on the worker.

[0018] The plurality of dollies may include one or more first dollies which are points for transferring cargo to and from the cargo loader. The first dolly may include a rotation drive device which changes the orientation of the cargo placed on the loading surface by horizontally rotating the loading surface of the first dolly based on a signal from the controller, and changes the transfer direction of the transfer drive device. In this case, the orientation of the cargo can be changed by the rotation drive device, reducing the load on the worker.

[0019] (2) The multiple dollies may include one or more second dollies that are not the loading / unloading points. The one or more controllers may be configured to execute at least one of a loading process and an unloading process for dolly control. The loading process may include controlling at least the loading / unloading drive device of the second dolly so that the cargo placed on the second dolly is transferred to the first dolly. The unloading process may include controlling at least the loading / unloading drive device of the first dolly so that the cargo transferred from the cargo loader to the first dolly is transferred to the second dolly. In this case, loading or unloading of cargo becomes easier.

[0020] (3) The plurality of dollies may include one or more second dollies that are not the loading / unloading points. The one or more controllers may be configured to execute at least one of a loading process and an unloading process for controlling the plurality of dollies. The loading process may include controlling at least the loading / unloading drive device of the second dolly so that the cargo placed on the second dolly is transferred to the first dolly, controlling the rotation drive device so that the loading direction faces the cargo loader located to the side of the first dolly when a sensor that detects that the cargo is placed on the first dolly detects that the cargo has been transferred to the first dolly, and controlling the loading / unloading drive device of the first dolly to transfer the cargo transferred to the first dolly to the other aircraft support equipment after the loading / unloading direction faces the cargo loader. The unloading process may include controlling the rotation drive device so that the transfer direction faces the cargo loader located to the side of the first dolly, controlling the rotation drive device so that the transfer direction faces another adjacent dolly when a sensor that detects that cargo is placed on the first dolly detects that the cargo has been transferred from the cargo loader to the first dolly, and controlling at least the transfer drive device of the first dolly to transfer the cargo transferred to the first dolly to the second dolly after the transfer direction faces the other adjacent dolly. In this case, loading or unloading of cargo becomes easy.

[0021] (4) The controller may be configured to perform at least one of the following: transmitting data used to control the rotation of the cargo in the cargo loader to the controller of the cargo loader in the loading process; and receiving data used to control the rotation by the rotation drive device from the controller of the cargo loader in the unloading process. In this case, the cargo can be rotated in cooperation with the cargo loader.

[0022] (5) In the loading process, the one or more controllers may control the loading drive devices based on cargo data for identifying one or more cargoes loaded on the dollies and loading instruction data indicating the positions at which the cargoes should be loaded on the aircraft. In this case, the controller may identify the order in which the cargoes should be loaded and identify the loading drive devices to operate according to the positions at which the cargoes should be loaded.

[0023] In the loading process, the one or more controllers can control the transfer drive device and the rotation drive device based on cargo data (cargo identification data) for identifying one or more cargo items loaded on the multiple dollies and loading instruction data indicating the position where the cargo should be loaded on the aircraft.

[0024] In the loading process, the one or more controllers can control the lock drive devices of the dollies based on cargo data (cargo identification data) for identifying one or more cargoes loaded on the dollies and loading instruction data indicating the positions at which the cargoes should be loaded on the aircraft. In this case, the controller can identify the locks to be operated according to the positions at which the cargoes should be loaded and operate the locks appropriately.

[0025] (6) In the loading process, the controller may control the direction of rotation of the rotary drive device based on data indicating the orientation of the cargo loaded on the dolly and loading instruction data indicating the position where the cargo is to be loaded on the aircraft. In this case, the rotary drive device can be appropriately operated according to the position where the cargo is to be loaded.

[0026] (7) The controller may control the direction of rotation of the rotary drive device based on data for identifying the orientation of the cargo on the cargo loader during the unloading process, thereby allowing the cargo to be rotated in an appropriate orientation.

[0027] (8) Each of the multiple dollies may be provided with a lock for securing cargo placed on the loading surface, and a lock drive device for causing the lock to perform locking and unlocking operations based on a signal from the controller.

[0028] The lock may be configured to lock the cargo at a position that corresponds to a size of the cargo. The controller may control the lock drive device to lock the cargo at a position that corresponds to a size of the cargo based on data for identifying a size of the cargo placed on the loading surface.

[0029] The controller can control the direction of rotation by the rotary drive device based on position identification data for identifying whether the cargo loader is located to the right or left side of the first dolly.

[0030] The dolly according to the embodiment is a dolly used in conjunction with another dolly for transporting cargo of an aircraft. The dolly may include a loading surface on which the cargo is placed, a transfer drive device that generates a drive force for transferring the cargo placed on the loading surface to the other dolly connected thereto, and a controller that controls the transfer drive device and is capable of communicating with a controller included in the other dolly. The dolly system or dolly according to the embodiment may include a controller that controls the operation of the dolly system or dolly. The dolly system or dolly may be capable of communicating with a controller of a loader. The loader according to the embodiment may include a controller that controls the operation of the loader. The controller of the loader may be capable of communicating with a controller of the dolly system or dolly.

[0031] The dolly may include the above-mentioned rotation drive device. The dolly is preferably configured so that the loading surface can be rotated horizontally by human power. The dolly is preferably configured so that the cargo placed on the loading surface can be transferred in the transfer direction by human power.

[0032] <2. Dolly system, etc.>

[0033] Hereinafter, a cargo loading / unloading system 10 using a dolly system 100 according to an embodiment and a method for loading / unloading cargo will be described with reference to the drawings.

[0034] 1(A) and 1(B) show a dolly system 100 according to an embodiment. The dolly system 100 is configured by connecting a plurality of dollies D1, D2, D3, D4, D5, and D6 in series in the front-rear direction. As an example, each dolly D1, D2, D3, D4, D5, and D6 is non-self-propelled and is towed by a towing vehicle such as a towing tractor 150 in a connected state. The dolly may be self-propelled. As an example, the towing tractor 150 is operated by a human driver. The towing tractor 150 may be automatically driven and automatically travel without a driver.

[0035] In the illustrated dolly system 100, the dollies are numbered D1, D2, D3, D4, D5, and D6 in order from the dolly closest to the towing tractor 150. The illustrated dolly system 100 is configured by connecting six dollies, but may be configured by connecting fewer or more than six dollies. In other words, the number of dollies connected is not particularly limited. Also, each of the multiple dollies is configured to be connected and disconnected to other dollies or the towing tractor.

[0036] In the following, in the dolly system 100, the front-to-rear direction, which is the dolly connection direction, is defined as the Y direction, the towing tractor 150 side is defined as the front side, and the opposite side is defined as the rear side. The direction perpendicular to the X direction (left-right direction) on a horizontal plane is defined as the Y direction. The left side when looking at the front side from the rear side of the dolly system 100 is referred to as the left side, and similarly, the right side is referred to as the right side. The horizontal plane is the XY plane. The up-down direction (vertical direction) is defined as the Z direction. The Z direction is perpendicular to the X and Y directions.

[0037] The dollies D1, D2, D3, D4, D5, and D6 can respectively carry cargoes 1, 2, 3, 4, 5, and 6. Although only one cargo is carried on one dolly in Figs. 1(A) and (B), multiple cargoes may be carried on one dolly.

[0038] In the embodiment, the cargo is, for example, a Unit Load Device (ULD). A ULD is a storage device dedicated to an aircraft. A ULD is standardized by the International Air Transport Association (IATA).

[0039] Examples of ULDs include containers and pallets. A pallet is a plate-shaped ULD on which cargo items such as cardboard boxes are loaded. The cargo items loaded onto the pallet are covered with a special net. The net secures the cargo items to the pallet. The size of the pallet is standardized so that it fits the size of the cargo hold floor of the aircraft 300.

[0040] A container is a box-shaped ULD in which transport items are loaded. In the following, a container is used as an example of cargo, but the cargo may be a pallet or other cargo.

[0041] The size and shape of the container are standardized so as to fit the size and shape of the floor and walls of the cargo hold of the aircraft 300. There are various types of containers, such as LD-3 and LD-4. The LD-3 is a relatively small container with the longitudinal direction of the rectangular bottom of the container (Y direction in Figs. 1(A)(B)) being about 147 cm. The LD-4 is a relatively large container with the longitudinal direction of the rectangular bottom of the container (Y direction in Figs. 1(A)(B)) being about 236 cm.

[0042] The container has an opening for loading and unloading transported goods. The opening is opened and closed, for example, by a door provided on the container. The opening and door are provided on only one of the two longitudinal side surfaces, surface A, rising from the two longitudinal sides (the two sides in the Y direction in Figs. 1(A) and (B)) of the rectangular bottom surface of the container.

[0043] The multiple containers 1, 2, 3, 4, 5, and 6 are placed on the dolly system 100 so that the faces A on which the openings are provided face in the same direction. In Fig. 1(A) and (B), as an example, the containers are placed so that the faces A face the left side of the dolly system 100. As the faces A of the containers placed on the dolly system 100 face in the same direction, it becomes easy to load and unload transported goods into the multiple containers 1, 2, 3, 4, 5, and 6 at the baggage handling area (unpacking area) of the airport.

[0044] There are three types of container shapes, for example: a rectangular parallelepiped shape, a shape with a lower inclined surface S on only one side in the container's longitudinal direction (Y direction), and a shape with lower inclined surfaces on both sides in the container's longitudinal direction (Y direction). In the following, a shape with a lower inclined surface S on only one side in the longitudinal direction is referred to as a one-sided overhang, and a shape with lower inclined surfaces on both sides in the longitudinal direction is referred to as a two-sided overhang. Figures 1(A) and (B) show containers 1, 2, 3, 4, 5, and 6 with one-sided overhang as examples.

[0045] The one-side overhang and the two-side overhang are for conforming to the shape of the cargo hold 310 of the aircraft 300. FIG. 1(D) shows two one-side overhang containers 1 and 2 arranged side by side in the cargo hold 310 of the aircraft 300. As shown in FIG. 1(D), the lower inclined surfaces S of the containers 1 and 2 are arranged on both the left and right sides of the aircraft 300. For example, in FIG. 1(D), the container 1 mounted on the left side of the cargo hold 310 has the lower inclined surface S on the left side, and the container 2 mounted on the right side of the cargo hold 310 has the lower inclined surface S on the right side. This arrangement allows the containers 1 and 2 to be arranged according to the shape of the cargo hold 310 of the aircraft 300, improving loading efficiency. In the arrangement of FIG. 1(D), for example, when the surface A of the container 1 faces the rear of the aircraft 300, the surface A of the container 2 needs to face the front of the aircraft 300.

[0046] In this way, when a container with one side overhang is loaded onto the aircraft 300, the orientation of the container needs to be appropriately adjusted depending on the position where the container is loaded.

[0047] As shown in FIG. 2, the aircraft 300 may include, for example, a forward cargo compartment 310 and an aft cargo compartment 320. The aft cargo compartment 320 is located aft of the forward cargo compartment 310. The cargo compartments 310 and 320 are provided inside the fuselage of the aircraft 301. An entrance for carrying cargo into the forward cargo compartment 310 may be called a forward cargo entrance 302A. As shown in FIG. 1(C), the forward cargo entrance 302 may be located, for example, forward of the wing 303. An entrance for carrying cargo into the aft cargo compartment 320 may be called an aft cargo entrance 302B. As shown in FIG. 1(C), the aft cargo entrance 302B may be located, for example, aft of the wing 303. The entrances 302A and 302B may also be used for carrying out cargo. The number of cargo entrances provided on the aircraft 300 may be one or more.

[0048] Front cargo entrance 302A and rear cargo entrance 302B are generally provided on the right side of fuselage 301. The right side of fuselage 301 refers to the side on the right hand side of fuselage 301 when viewed from the rear of aircraft 300 facing forward.

[0049] The cargo bays 310 and 320 are provided with cargo loading positions. For example, the cargo bays 310 and 320 in FIG. 2 can load two cargoes arranged side by side in the forward and backward directions. One cargo (e.g., one container or one pallet) is loaded in each loading position. Each loading position is assigned a symbol indicating the loading position. For example, the forward cargo bay 310 has 18 loading positions, and each loading position is assigned a symbol such as 11L, 11R, 12L, 12R, 13L, 13R, 14L, 14R, 21L, 21R, 22L, 22R, 23L, 23R, 24L, 24R, 25L, and 25R. In addition, the aft cargo bay 320 has 14 loading positions, each of which is designated as 31L, 31R, 32L, 32R, 33L, 33R, 41L, 41R, 42L, 42R, 43L, 43R, 44L, and 44R.

[0050] As shown in FIG. 2, when there is little extra space in the cargo holds 310, 320, cargo must be loaded into the cargo holds 310, 320 in order, starting with the cargo that is to be loaded at the loading position farthest from the loading entrances 302A, 302B.

[0051] Which cargo is to be loaded at which loading location is prepared in advance as a loading plan. The loading plan may be generated as loading data 401 (loading instruction data) by a server 400 described below. The loading data 401 may be generated by a server at the departure airport of the aircraft 300. The generated loading data 401 may be transmitted to a server at the arrival airport of the aircraft 300. The loading data may be used for transporting cargo at either or both of the departure airport and the arrival airport.

[0052] Fig. 3 shows an example of on-board data 401. The on-board data 401 in Fig. 3 shows the loading positions of cargo in the forward cargo bay 310 of the aircraft 300 whose model is "xxxx". The on-board data 401 has loading position data 401B showing the loading positions in the forward cargo bay 310. Note that the on-board data 401 in Fig. 3 does not show loading position 13R, where no cargo is loaded, among the loading positions in the forward cargo bay 310 shown in Fig. 2.

[0053] The onboard data 401 includes a "ULD-ID" 401C. The "ULD-ID" 401C is an ID (identification code) for identifying individual cargo, and indicates the ID (identification code) of the ULD as cargo here. The "ULD-ID" 401C is expressed in the format of XXXnnnnnYYY, for example.

[0054] XXX is the IATA ID CODE of the cargo. The IATA ID CODE is a three-letter code consisting of three alphabetical letters, and indicates information about the cargo.

[0055] The first character of XXX indicates the type of cargo. For example, the first character of XXX indicates whether the cargo is a container or a pallet. More specifically, if the first character of XXX is, for example, "A", it indicates a "container (with airworthiness certificate)", "D" it indicates a "container (without airworthiness certificate)", "R" it indicates a "refrigerated container (with airworthiness certificate)", and "P" it indicates a "pallet (with airworthiness certificate)". The first character of XXX can also be "M" or "R" which indicates a special container (SPECIAL CONTAINER).

[0056] The second character of XXX indicates the base size of the ULD. For example, if the first two characters of XXX are "A", it indicates "8 x 125", if "K", it indicates "60.4 x 61.5", if "L", it indicates "60.4 x 125", if "M", it indicates "96 x 125". The size unit here is inches.

[0057] The third character of XXX indicates the shape of the ULD (and where it can be loaded on an aircraft). For example, if the first three characters of XXX are "E" or "N", it indicates a one-sided overhang, if they are "H" or "F", it indicates a two-sided overhang, and if they are "P", it indicates a rectangular prism.

[0058] nnnnn is a serial number consisting of 5 or 4 digits. YY is a 2-letter code (owner code) that indicates the owner of the cargo. For example, if it is NH, the owner is All Nippon Airways. The serial number is assigned by the ULD owner.

[0059] For example, if the ULD-ID is AKE12345NH, it indicates that the container (with airworthiness certificate) has an overhang on one side, a bottom size of 60.4 x 61.5 inches, a serial number of 12345, and is owned by All Nippon Airways. The ULD type of a container with a ULD-ID of "AKE" is "LD-3". The ULD-ID of a container with a ULD type of "LD-4" is "DQP".

[0060] In the loading data 401, loading position 401B and "ULD-ID" 401C are associated with each other. For example, the loading data 401 in FIG. 3 indicates that a cargo having a ULD-ID of DKN48611NH should be loaded at loading position 14L. Similarly, the loading data 401 in FIG. 3 indicates the ULD-IDs of cargo to be loaded at 14R, 21L, 21R, 22L, and 22R. In reality, ULD-IDs are also associated with 11L-13L and 23L-25R, but are omitted in FIG. 3 for simplification.

[0061] 3, the loading data 401 is grouped into units of one or more cargoes transported by one dolly system 100. The loading data 401 has an ID 401A (group identifier) ​​indicating a group. For example, cargoes loaded from 11L to 13L are grouped together with ID=#11, cargoes loaded from 14L to 22R are grouped together with ID=#12, and cargoes loaded from 23L to 25R are grouped together with ID=#13.

[0062] On-board data 401 may have shipment data 401D associated with "ULD-ID" 401C. Shipment data 401D indicates the type of item being shipped by the ULD, such as the type of contents of a container or the type of load on a pallet. Shipment data 401D indicates whether the shipment is, for example, baggage, cargo other than baggage, or empty (no cargo). "Cargo" as shown in FIG. 3 indicates that the shipment is "cargo other than baggage."

[0063] The loading data 401 may have a "dolly ID" 401E associated with a "ULD-ID" 401C. The "dolly ID" 401E indicates which of the multiple dollies constituting the dolly system 100 the cargo indicated by the ULD-ID should be loaded on, or which one the cargo is loaded on (after the cargo is loaded on the dolly). In FIG. 3, D1 to D6 are indicated as the "dolly ID" 401E. D1 to D6 in FIG. 3 correspond to the symbols D1 to D6 of each dolly in FIG. 1(A)(B). For example, it indicates that the cargo "DKN48611NH" to be loaded at the loading position 14L is loaded on the fifth dolly D5 from the front of the dolly system 100.

[0064] The loading data 401 may include loading order data 401F. The loading order data 401F indicates the order in which cargoes indicated by ULD-IDs are carried into the cargo hold of an aircraft (the order in which cargoes pass through the carrying-in entrance). The loading data 401 in FIG. 3 indicates, as an example, that cargoes placed on dollies D1, D2, D3, D4, D5, and D6 should be carried into the cargo hold. The loading order does not have to be from the cargo at the head of the dolly system 100, but may be from the middle of the dolly system 100 in the fore-aft direction (for example, cargoes on dolly D3). Although the loading order within group ID=#12 is shown in FIG. 3, the loading order within the entire cargo hold 310 may be shown.

[0065] As described above, when loading cargo, the cargo must be loaded into the cargo holds 310, 320 in the order in which it is loaded, starting from the cargo furthest from the entrances 302A, 302B. Therefore, the loading order is determined according to the loading positions of the cargo. Note that which dolly the cargo is to be loaded on can be determined taking the loading order into consideration.

[0066] In addition, in the loading data 401, the loading order data 401F does not need to exist as an explicit data item. For example, the loading order may be indicated by arranging the data of each cargo in the loading order in the loading data 401.

[0067] As shown in Fig. 1(C), when loading and unloading cargo onto and from the aircraft 300, the cargo loader 200 is attached to the cargo entrances 302A, 302B of the aircraft 300. The cargo loader 200, together with the dolly system 100, can constitute a cargo loading and unloading system 10 according to the embodiment. Here, "attaching" means that the cargo loader 200 is close enough to the aircraft 300 to enable cargo transfer between the cargo holds 310, 320 and the cargo loader 200, and it is not necessary for the cargo loader 200 and the aircraft 300 to be physically connected.

[0068] The cargo loader 200 is, for example, a high-lift loader. The high-lift loader is also called a lower deck cargo loader. The cargo loader 200 may be a main deck cargo loader or other cargo loaders.

[0069] 1(C), when the dolly system 100 approaches the high lift loader 200 attached to the front cargo entrance 302A, as an example, the towing tractor 150 advances from the front to the rear of the aircraft 300. Therefore, when viewed from the dolly system 100 that has arrived at the position of the high lift loader 200, the cargo loader 200 is located on the right side of the dolly system 100. In this case, the transfer of cargo between the dolly system 100 and the cargo loader 200 is performed on the right side of the dolly system 100.

[0070] Furthermore, when the dolly system 100 is brought close to the high lift loader 200 attached to the rear cargo entrance 302B, as an example, the towing tractor 150 advances from the rear of the aircraft 300 toward the front. Therefore, when viewed from the dolly system 100 that has arrived at the position of the loader 200, the loader 200 is located on the left side of the dolly system 100. In this case, the transfer of cargo between the dolly system 100 and the loader 200 is performed on the left side of the dolly system 100.

[0071] In this way, the loader 200 may be located on the left side or the right side of the dolly system 100. In other words, whether the loader 200 is located on the left or right side of the dolly system 100 depends on the case.

[0072] The dolly system 100 of the embodiment is capable of automatic transfer of cargo within the dolly system 100. That is, the dolly system 100 can automatically transfer the loaded cargo between the connected dollies. In this way, the dolly system 100 has an automatic transfer function for the loaded cargo. The automatic transfer function generates a driving force for transferring the cargo. Therefore, according to the dolly system 100 of the embodiment, the cargo can be transferred from one dolly to another dolly among the multiple connected dollies without having to push the loaded cargo by human force. Therefore, the burden on the worker is reduced.

[0073] When cargo can be transferred on the dolly system 100, a certain dolly can be representatively used as a transfer point for the loader 200. That is, cargo placed on another dolly can be transferred to the loader 200 via the transfer point. For example, in FIG. 2, the dolly D3 is parked close to the loader 200 and serves as a transfer point for the loader 200.

[0074] In this case, the cargoes 4, 5, and 6 loaded on the dollies D4, D5, and D6 that are not the transfer point can be transferred to the loader 200 via the dolly D3 while the dolly D3, which is the transfer point, is kept parked close to the loader 200. Therefore, in order to transfer the cargoes 4, 5, and 6 on the dollies D4, D5, and D6 to the loader 200, it is not necessary to change the position of the dolly system 100 by operating the towing tractor 150 so that the dollies D4, D5, and D6 approach the loader 200 in order, or the number of times that the dolly system 100 needs to be operated is reduced. As a result, the workload of the driver of the towing tractor 150 is reduced. The driver whose workload has been reduced can, for example, operate the dolly system 100 and the like as a worker P1 described later using the terminal 500. As a result, the number of people required for the work of loading and unloading cargo can be reduced.

[0075] The automatic transfer function of the dolly system 100 can also be used when transferring cargo placed on a dolly to the loader 200, or when transferring cargo transported by the loader 200 to a dolly. In this case, cargo can be transferred between the dolly system 100 and the loader 200 without manually pushing the cargo.

[0076] The dolly system 100 of the embodiment can automatically rotate the cargo placed on the dolly horizontally. In other words, the dolly system 100 has an automatic rotation function for the cargo placed on it. The automatic rotation function generates a driving force for rotating the cargo. Therefore, according to the dolly system 100 of the embodiment, it is not necessary to rotate the cargo manually. As a result, the burden on the worker is reduced.

[0077] By rotating the cargo, it is possible to deal with cases where the orientation of the cargo when loaded onto the aircraft 300 is different from the orientation of the cargo when placed on the dolly. For example, the longitudinal direction of the bottom of the cargo 1, 2, 3, 4, 5 loaded onto the dolly system 100 faces the front-rear direction of the dolly system 100. On the other hand, the longitudinal direction of the bottom of the cargo 1, 2, 3, 4, 5 loaded onto the aircraft 300 faces the left-right direction of the aircraft 300. The loader 200 needs to transport the cargo to the cargo bays 310, 320 in the orientation in which the cargo was loaded onto the aircraft 300.

[0078] Therefore, when cargo is transferred between the dolly system 100 parked parallel to the aircraft 300 and the loader 200, the cargo is rotated horizontally on the dolly system 100 (for example, rotated horizontally by 90°). This allows the cargo to be transferred to the loader 200 in the orientation at which it will be loaded onto the aircraft 300. In addition, the cargo transferred from the loader 200 can be rotated horizontally on the dolly system 100 to change its orientation to one suitable for loading onto the dolly system 100.

[0079] The automatic transfer function in the dolly system 100 is realized, for example, by providing each of the multiple dollies D1, D2, D3, D4, D5, and D6 constituting the dolly system 100 with a transfer drive device 160 (see FIG. 4). The transfer drive device 160 may include, for example, a motor that generates a drive force for transfer. The transfer drive device 160 generates a drive force for transferring cargo placed on the placement surface of the dolly in the forward and backward directions of the dolly system 100. The transfer drive device 160 is configured to be able to switch the transfer direction between forward and backward. Therefore, cargo can be automatically transferred to the front of the dolly or to the rear of the dolly.

[0080] The automatic rotation function of the dolly system 100 is realized, for example, by providing any one of the dollies D1, D2, D3, D4, D5, and D6 with a rotation drive device 170 (see FIG. 4). The rotation drive device 170 may include, for example, a motor that generates a driving force for rotation.

[0081] The rotation drive device 170 horizontally rotates the placement surface on which cargo is placed in the dolly. In other words, the placement surface becomes a rotation surface. As the placement surface rotates, the cargo placed on the placement surface rotates horizontally. By rotating the placement surface, the rotation drive device 170 can change the transfer direction by the transfer drive device 160 within a horizontal plane. For example, the rotation drive device 170 can change the transfer direction from the front-back direction to the left-right direction.

[0082] As described above, according to the embodiment, the amount of manual work required for loading and unloading cargo can be reduced, and the burden on workers can be reduced. As a result, even with a small number of workers, the work of loading and unloading cargo can be handled. In addition, since the involvement of workers is reduced during loading and unloading of cargo, the safety of the work is improved.

[0083] In the embodiment, among the multiple dollies D1, D2, D3, D4, D5, and D6, the dolly equipped with the rotation drive device 170 is referred to as the first dolly 110. The first dolly 110 can function as a transfer point between the loader 200. The dolly system 100 needs to include at least one first dolly 110, but may include multiple first dollies 110. The number of first dollies included in the dolly system 100 is preferably less than the number of all dollies D1, D2, D3, D4, D5, and D6 constituting the dolly system 100.

[0084] Among the multiple dollies D1, D2, D3, D4, D5, and D6, a dolly that does not have a rotation drive device 170 is referred to as a second dolly 120. The second dolly 120 can be a non-transfer point for the loader 200. Cargo placed on the second dolly 120 is transferred between the loader 200 and the second dolly 120 via the first dolly 110, which is a transfer point. The first dolly 110 may be used as a non-transfer point by not causing the rotation drive device 170 of the first dolly 110 to function.

[0085] In the dolly system 100 shown in FIG. 2, as an example, the dollies D1 and D3 are the first dolly 110 that can be a transfer point, and the dollies D2, D4, D5, and D6 are the second dolly 120 that is not a transfer point.

[0086] 4 shows a cargo loading / unloading system 10 including a dolly system 100 including a first dolly 110 and a second dolly 120. The first dolly 110 includes a controller 175 that controls the above-mentioned loading / unloading drive device 160 and rotation drive device 170. The first dolly 110 also includes a lock drive device 165 controlled by the controller 175. The loading / unloading drive device 160, the rotation drive device 170, and the lock drive device 165 operate based on signals from the controller 175. Furthermore, the first dolly 110 includes various sensors 180. The sensors 180 are connected to the controller 175.

[0087] The second dolly 120 includes a controller 175 that controls the above-mentioned loading and unloading drive device 160. Similarly to the first dolly 110, the second dolly 120 includes a lock drive device 165 controlled by the controller 175. The loading and unloading drive device 160 and the lock drive device 165 operate based on signals from the controller 175. Furthermore, the second dolly 120 includes various sensors 180. The sensors 180 are connected to the controller 175.

[0088] In the embodiment, as an example, each of the multiple linked dollies includes a controller 175. That is, the dolly system 100 is controlled by the multiple controllers 175. The controller 175 may be configured by a computer including a CPU and a memory. The memory of the controller 175 includes program code that causes the CPU to execute instructions to operate as the controller 175.

[0089] The controller 175 includes a communication unit. The controllers 175 included in a plurality of dollies can communicate with each other through the communication unit. This allows the dollies to operate in cooperation with each other. The controller 175 can also communicate with a terminal 500 and a loader 200, which will be described later, and other external devices. The other external devices are, for example, a server 400, which will be described later.

[0090] The communication of the controllers 175 is, for example, wireless communication or wired communication. The communication between the controllers 175 may be P2P (peer-to-peer) communication in which the controllers 175 directly communicate with each other, or one of the multiple controllers 175 or another device may be a communication access point to perform communication. The controller 175 that controls the dolly system 100 may be a single unit in total.

[0091] When the controllers 175 of the dollies communicate with each other by wire, as shown in FIG. 4, the controller of a certain dolly is provided with communication cables 176A, 176B (communication lines) for communicating with the controller of another dolly. The cables 176A, 176B are extended from the controller 175 and may have connectors 177A, 177B at their ends. The connectors 177A, 177B are detachable from the connectors 177A, 177B of the other dolly. By providing the detachable connectors 177A, 177B, when the dollies are disconnected from each other by the connecting parts 103A, 103B described later, the connection of the communication cables 176A, 176B between the dollies can also be released. The dollies constituting the dolly system 100 can be released from the connection, and the connection of the communication cables 176A, 176B connecting them to each other so that they can communicate with each other can also be released. Therefore, the dollies constituting the dolly system 100 can be stored in a disassembled state. Also, as required, any number of dollies appropriately selected from a large number of dollies can be connected in any order to constitute the dolly system 100.

[0092] The communication cable included in the dolly may include, for example, a first cable 176A and a second cable 176B. The first cable 176A includes a first connector 177A. The second cable 176B includes a second connector 177B.

[0093] The first connector 177A of a certain dolly can be connected to the second connector 177B of a dolly that is connected adjacent to the front side of the dolly. Also, the second connector 177B of a certain dolly can be connected to the first connector 177A of a dolly that is connected adjacent to the rear side of the dolly. Therefore, in a plurality of dollies that are connected in series by the connecting parts 103A, 103B, the communication cables 176A, 176B of each controller 175 provided in each dolly are connected in series. That is, in this case, the plurality of controllers 175 provided in the dolly system 100 are connected in series. Each controller 175 provided in the dolly system 100 can communicate with the other controllers 175 directly or indirectly via the other controllers 175.

[0094] In the controller 175 of each of the multiple dollies 175 constituting the dolly system 100, the position of the dolly equipped with the controller 175 in the dolly system 100 can be set. For example, the controller 175 of the dolly D1 located first from the front of the dolly system 100 is set to be located first, and the controller 175 of the dolly D1 located sixth from the front of the dolly system 100 is set to be located sixth. By such setting, each controller 175 can know the position of the dolly equipped with the controller 175 in the dolly system 100. Such setting may be set in the controller 175 by an operator via an operating device such as a terminal 500 described later, or may be automatically set by each controller 175 performing a process of recognizing the position in the dolly system 200 by communicating with each other between the controllers 175 connected to be able to communicate with each other.

[0095] The dolly system 100 may include a terminal 500. The terminal 500 may be used by a worker P1 for loading and unloading cargo. The terminal 500 may be, for example, a tablet computer or a portable terminal such as a smartphone. The terminal may be configured by a computer including a CPU and a memory. The memory of the terminal 500 includes program code that causes the CPU to execute instructions for operating as the terminal 500. The terminal 500 may operate, for example, as a remote controller for an operator to operate the dolly system 100. The terminal 500 may also operate as a main controller that collectively controls the controllers 175 included in each dolly. The terminal 500 may control the dolly system 100 and the loader 200 so that the dolly system 100 and the loader 200 operate in cooperation with each other. The terminal 500 may also operate as a reader for reading cargo data.

[0096] The terminal 500 includes a communication unit. The terminal 500 can communicate with the dolly system 100, the loader 200, and other devices through the communication unit. The other devices are, for example, a server 400 described below. The communication of the terminal 500 is preferably wireless communication. The terminal 500 may communicate with each of the multiple controllers 175 included in the dolly system 100, or may communicate with any one of the multiple controllers 175 if the multiple controllers 175 are capable of communicating with each other.

[0097] The cargo loading / unloading system 10 of the embodiment may include a server 400. The server 400 has cargo loading data 401. The loading data 401 is data indicating which cargo should be loaded at which position on the aircraft, or data indicating which cargo is loaded at which position on the aircraft. The decision of which position to load the cargo is made taking into consideration the weight balance of the cargo on the aircraft. The loading data 401 is generated in the server 400, for example, and transmitted to a device such as the controller 175, 275 or the terminal 500. The terminal 500 may control either or both of the dolly system 100 and the loader 200 based on the loading data 401. The controller 175 may control the dolly system 100 based on the loading data 401. The controller 275 may control the loader 200 based on the loading data 401. The loading data 401 will be described later.

[0098] In the embodiment, as an example, the onboard data 401 may be used to determine a rotation direction of the cargo in the dolly system 100 or the loader 200 so that the orientation of the cargo loaded onto the aircraft is appropriate. The onboard data 401 may also be used to determine a rotation direction of the cargo in the dolly system 100 or the loader 200 so that the orientation of the cargo unloaded from the aircraft is appropriate. The onboard data 401 may also be used to determine or identify the order of transfer of the cargo from the dolly system 100 to the loader 200.

[0099] As described above, the cargo loading / unloading system 10 of the embodiment may include the loader 200. The loader 200 includes a transport drive device 260 for transporting cargo between the dolly and the cargo hold, and a controller 275 for controlling the transport drive device 260.

[0100] The controller 275 includes a communication unit. The controller 275 is capable of communicating with the controller 175 of the dolly system 100. The controller 275 is also capable of communicating with the terminal 500. The controller 275 may be capable of communicating with the server 400.

[0101] The communication between the controller 275 of the loader 200 and the controller 175 of the dolly system 100 may be communication by spatial optical transmission, for example. The spatial optical transmission is data transmission without using a cable. The data transmission by spatial optical transmission may be, for example, serial transmission. The loader 200 and the dolly system 100 may each include a transmitting / receiving unit for spatial optical transmission. As an example, the dolly system 100 may include transmitting / receiving units 190A and 190B. The transmitting / receiving units 190A and 190B are connected to the controller 175. The transmitting / receiving units 190A and 190B may be included in, for example, the first dolly 110 that is pulled up alongside the loader 290 and serves as a transfer point.

[0102] Also, as an example, the loader 200 may include a transceiver unit 290. The transceiver unit 290 is connected to the controller 275. The transceiver unit 290 can communicate with either of the two transceiver units 190A and 190B. The transceiver unit 290 is provided, for example, at the rear end of the loader 200 so as to be able to communicate with the transceiver unit of the dolly system 100.

[0103] Spatial optical transmission becomes possible by placing the transmitting / receiving units 190A and 290 or the transmitting / receiving units 190B and 290 facing each other. For example, when the transmitting / receiving unit 190A is placed on the front side of the first dolly 110, if the first dolly 110 rotates so that the front side of the first dolly 110 approaches the loader 200, the transmitting / receiving units 190A and 290 face each other. Also, when the transmitting / receiving unit 190B is placed on the rear side of the first dolly 110, if the first dolly 110 rotates so that the rear side of the first dolly 110 approaches the loader 200, the transmitting / receiving units 190B and 290 face each other.

[0104] The transmitting / receiving unit also functions as a sensor for detecting that the loader 200 and the dolly system 100 are in close proximity to each other, that is, that the loader 200 and the dolly system 100 are in a position where cargo can be transferred between them. In other words, if the transmitting / receiving units 190A and 290 or the transmitting / receiving units 190B and 290 are able to communicate with each other, the controllers 175 and 275 can recognize that the loader 200 and the dolly system 100 are close enough to each other to transfer cargo. In addition, the dolly system 100 may be provided with only one transmitting / receiving unit, but if it is provided with multiple transmitting / receiving units 190A and 190B, it can detect which of the transmitting / receiving units 190A and 190B is close to the loader 200 depending on which of the transmitting / receiving units 190A and 190B is able to communicate.

[0105] The loader 200 may also include a rotation drive 270 for horizontally rotating the cargo on the loader 200. The rotation drive 270 is controlled by a controller 275. The loader 200 further includes various sensors 280. The sensors 280 are connected to the controller 275.

[0106] The loader 200 will be described below by taking a high-lift loader as an example. As shown in FIG. 2, the high-lift loader 200 includes, as an example, a vehicle front section 220 and a vehicle rear section 230. The vehicle front section 220 includes a lifting section BP that is attached to the cargo entrances 302A, 302B. The lifting section BP is height adjustable. The lifting section BP is also called a lifting platform BP. The height of the lifting platform BP is adjusted to match the height of the floor of the cargo compartments 310, 320.

[0107] The vehicle front 220 is equipped with a cab (not shown) that rises and falls together with the lifting unit BP. The cab is used by an operator P2 to operate the high lift loader 200. The operator P2 is mainly responsible for tasks related to the transportation of cargo within the cargo holds 310, 320, the transfer of cargo between the cargo holds 310, 320 and the high lift loader 200, and the transportation of cargo on the high lift loader 200.

[0108] The rear vehicle section 230 includes a liftable deck MP provided behind the front vehicle section 220. The liftable deck MP is used for loading and unloading cargo such as containers. The height of the liftable deck MP can be adjusted to the same height as the liftable platform BP of the front vehicle section 220. The rear vehicle section 230 includes a work platform EP provided behind the liftable deck MP. The work platform EP is used, for example, for cargo transfer operations between a dolly. In other words, cargo is transferred between the work platform EP and the dolly.

[0109] 2 shows an example of various sensors 180 provided on the first dolly 110 and various sensors 280 provided on the high-lift loader 200. The sensors 180 provided on the first dolly 110 can also be provided on the second dolly 120 in the same manner.

[0110] The first dolly 110 may include first sensors 181A, 181B for detecting the dolly rotation state. The first sensors 181A, 181B are provided at both the front and rear ends of the first dolly 110. The first sensors 181A, 181B are, for example, distance sensors or proximity sensors, and detect the direction in which the dolly is rotating. The controller 175 can grasp the direction in which the dolly is rotating based on the signals from the first sensors 181A, 181B. For example, as in the case of the dolly D3 (first dolly 110) shown in FIG. 2, when the dolly is rotating, one sensor 181A of the first sensors 181A, 181B faces the right side of the dolly system 100 and is close to the loader 200, and the other sensor 181B faces the left side of the dolly system 100 and is on the opposite side of the loader 200. Therefore, the controller 175 can grasp the rotation state of the dolly based on the difference between the distances detected by the first sensors 181A and 181B.

[0111] The dolly rotation state may be grasped by detecting the rotation angle by the rotation drive device 170. However, by providing the first sensors 181A, 181B, the controller 175 can confirm that the front end or rear end of the dolly is actually close to the loader 200 by the rotation of the dolly. The controller 175 can control the transfer drive device 160 so that the cargo is transferred toward the end of the dolly that is closer to the loader 200, out of the front end or rear end. As a result, the cargo on the dolly is transferred to the loader 200.

[0112] The above-mentioned transmitting / receiving unit 190A may be disposed in the same position as the sensor 181A. Also, the transmitting / receiving unit 190B may be disposed in the same position as the sensor 181B. Since the transmitting / receiving units 190A and 190B and the sensors 181A and 181B have a common role as sensors, the transmitting / receiving units 190A and 190B may be omitted, or the sensors 181A and 181B may be omitted.

[0113] The first dolly 110 may also include a second sensor 182, 182 for detecting that the cargo has passed the front end of the dolly, and a third sensor 183, 183 for detecting that the cargo has passed the rear end of the dolly. The second sensor 182, 182 may be configured by an optical sensor including a light emitting element 182 and a light receiving element 182. The third sensor 183, 183 may also be configured by an optical sensor including a light emitting element 183 and a light receiving element 183.

[0114] The loader 200 may include a first sensor 281 that detects the dolly rotation state. The first sensor 281 is, for example, a distance sensor or a proximity sensor, and detects whether the dolly faces the front-rear direction or the left-right direction. The distance from the first sensor 281 to the dolly differs between a case where the front and rear ends of the dolly face the left-right direction of the dolly system 100 as in the dolly D3 shown in FIG. 2 and a case where the front and rear ends of the dolly face the front-rear direction of the dolly system 100. A case where the front and rear ends of the dolly face the left-right direction of the dolly system 100 as in the dolly D3 shown in FIG. 2 is a state suitable for transferring cargo from the loader 200 to the dolly system 100. Therefore, when the first sensor 281 detects that the front and rear ends of the dolly are facing the left and right directions of the dolly system 100 as in the dolly D3 shown in Fig. 2, the controller 275 of the loader 200 controls the conveying drive device 260 so that the cargo of the loader 200 is transferred to the dolly D3. This allows the cargo of the loader 200 to be appropriately transferred to the dolly D3.

[0115] The above-mentioned transmitting / receiving unit 290 may be disposed in the same position as the sensor 281. Since the transmitting / receiving unit 290 and the sensor 281 have a common role as sensors, the transmitting / receiving units 190A and 190B may be omitted, and the sensors 181A and 181B may be omitted.

[0116] The loader 200 includes second sensors 282, 282 that detect when the cargo passes between the liftable deck MP and the work platform EP. The loader 200 also includes third sensors 283, 283 that detect when the cargo passes the rear end (the end on the dolly system 100 side) of the work platform EP. The second sensors 282, 282 and the third sensors 283, 283 may each be configured by an optical sensor including a light emitting element 282, 283 and a light receiving element 282, 283.

[0117] When cargo is unloaded from the aircraft, the cargo transferred to the loader 200 from the cargo hold 310 through the carrying entrance 302A is automatically transported from the lifting platform BP to the work platform EP by the transport drive device 260 and the like. During this transport, when the second sensors 282, 282 detect that the cargo has reached between the lifting deck MP and the work platform EP, the controller 275 controls the transport drive device 260 until the third sensors 283, 283 detect that the cargo has reached the rear end of the work platform EP. When the third sensors 283, 283 detect that the cargo has reached the rear end of the work platform EP, the controller 275 temporarily stops the transport of the cargo.

[0118] When the transport of the cargo is stopped, the controller 275 adjusts the position of the cargo in the width direction of the loader 200 as necessary. When there is a difference between the distances to the dolly detected by each of the two first sensors 281, 281 arranged side by side in the width direction, the controller 275 determines that the position of the dolly is shifted in the width direction of the loader 200. The controller 275 controls a width shifting drive device (not shown) of the work platform EP so that the position of the cargo is adjusted in the width direction to reduce the shift.

[0119] After adjusting the widthwise position of the cargo, the controller 275 again operates the transport drive device 260 to transfer the cargo from the work platform EP to the dolly D3.

[0120] When the second sensor 182 detects that the cargo has reached the front end of the dolly D3, the controller 175 of the dolly system 100 controls the transfer drive device 160 of the dolly D3 so that the cargo is transferred onto the dolly D3. At this time, the controller 175 identifies the type of cargo (e.g., LD-3, LD-4) in advance, and controls the lock drive device 165 so that a lock (a lock on the front side in the transfer direction) for stopping the cargo on the dolly is set at a position according to the type (size) of the cargo. When the front end of the cargo in the transfer direction reaches the lock, the controller 175 controls the lock drive device 165 so that a lock on the rear side in the transfer direction of the cargo is set, and the cargo on the dolly D3 is fixed from both sides by both locks.

[0121] Then, the controller 175 rotates the cargo on the dolly D3 and transfers the cargo within the dolly system 100. The controller 175 determines the rotation direction of the cargo so that all cargo loaded on the dolly system 100 faces the same direction (see Figs. 1(A) and (B)), and controls the rotation drive device 170 so that the cargo rotates in the determined direction. When unloading (discharging) the cargo, the rotation direction of the cargo can be determined, for example, according to the direction of the door (direction of face A) of the cargo to be transferred to the dolly D3. Face A may face the front of the aircraft 300 or the rear of the aircraft 300 depending on the position where the cargo was loaded on the aircraft. Therefore, the cargo transferred from the cargo hold 310 of the aircraft to the loader 200 may have a door (face A) facing the front of the aircraft 300 and a door (face A) facing the rear of the aircraft 300.

[0122] The controller 175 can grasp which direction the door of the cargo to be transferred to the dolly faces by, for example, identifying the orientation of the cargo on the loader 200 or the dolly D3 using an appropriate sensor or the like. For example, a one-dimensional code such as a barcode or a two-dimensional code such as a QR code (registered trademark), or an IC tag such as an RFID is attached to the surface A of the cargo on which the door is provided. The controller 175 can grasp that the door exists on the side of the loader 200 or the dolly D3 where a reader that has successfully read the code or IC tag is located among a plurality of readers provided on the loader 200 or the dolly D3. The controller 175 may also grasp the orientation of the cargo by image recognition processing of an image acquired by a camera provided on the dolly system 100, or may grasp the orientation of the cargo by a proximity sensor or distance sensor provided on the dolly system 100.

[0123] Also, when unloading (unloading) cargo, instead of rotating the cargo by the dolly, the rotation drive device 270 of the loader 200 may rotate the cargo on the loader 200. The rotation drive device 270 can rotate the cargo so that all cargo transferred to the dolly system 100 faces the same direction. The controller 275 of the loader 200 grasps the direction of the cargo on the loader 200 by a sensor or the like provided on the loader, and controls the rotation drive device 270 so that the cargo rotates on the loader 200 as necessary to align the directions of the cargo. In this case, the directions of the cargo transferred to the dolly system 100 are aligned in a predetermined direction. As a result, the controller 175 of the dolly system 100 can determine the direction of rotation by the rotation drive device 170 on the premise that the directions of the cargo transferred to the dolly D3 are aligned.

[0124] The controller 275 of the loader 200 can grasp which direction the door of the cargo on the loader 200 faces by, for example, identifying the orientation of the cargo on the loader 200 using an appropriate sensor or the like. For example, a one-dimensional code such as a barcode or a two-dimensional code such as a QR code (registered trademark), or an IC tag such as an RFID is attached to the surface A of the cargo on which the door is provided. The controller 275 can grasp that the door exists on the side of the loader 200 where a reader that has successfully read the code or IC tag is located, among a plurality of readers provided on the loader 200. The controller 275 may also grasp the orientation of the cargo by performing image recognition processing on an image acquired by a camera provided on the loader 200, or may grasp the orientation of the cargo by a proximity sensor or distance sensor provided on the loader 200, as in the dolly 110. The controller 275 that has grasped the orientation of the cargo on the loader 200 transmits data indicating the orientation of the cargo to the controller 175 of the dolly system 100. The controller 175 can receive the orientation data and determine the direction of rotation based on the received data.

[0125] The rotation direction of the cargo in the loader 200 or the dolly system 100 may also be determined depending on the type of cargo when the cargo is unloaded. For example, the unpacking position of a container may differ for each airport depending on the container contents (whether it is baggage or cargo other than baggage). For example, at a certain airport, a container containing arriving baggage should be placed so that the container door faces the right side of the dolly system 100. Also, a container containing arriving cargo other than baggage should be placed so that the container door faces the left side of the dolly system 100. Therefore, the controller 175, 275 identifies the type of cargo based on the data indicating the type of cargo, and rotates the cargo so that it is in an appropriate orientation according to the type of cargo.

[0126] The type of the cargo contents (transported goods) can be identified, for example, by reading the cargo ID from the one-dimensional code or two-dimensional code or IC tag attached to the cargo. The controller 175 refers to the cargo loading data 401 based on the cargo ID to determine the type of the cargo contents (contents), and determines the rotation direction according to the type of contents.

[0127] The controller 175 controls the transfer drive device 160 so that the cargo on the dolly D3 is rotated and then the cargo is transferred to another dolly. The controller 175 also controls the lock drive device 165 so that, prior to the transfer to another dolly, the lock of the dolly D3 is lowered and the lock of the dolly to which the cargo is to be transferred in the dolly system 100 is raised. In this way, the controller 175 controls the lock operation to raise the lock and the lock release operation to lower the lock so that the transfer of the cargo is not hindered by the lock and the cargo is fixed in the dolly to which the cargo is to be transferred.

[0128] When loading cargo onto an aircraft, the controller 175 of the dolly system 100 refers to the cargo loading data 401 and controls the transfer drive device 160 and the rotation drive device 170 so that the cargo loaded on the dolly system 100 is transferred to the loader 200 in order, starting with the cargo furthest from the cargo entrance 302. The controller 175 also controls the lock drive device 165 so that the necessary locking and unlocking operations are performed in accordance with the transfer and rotation of the cargo.

[0129] When loading cargo onto an aircraft, the rotation direction of the cargo can be determined according to the orientation of the cargo to be transferred to the loader 200 (the orientation of face A). The controller 175 determines which direction the door of the cargo to be transferred to the loader 200 faces by, for example, identifying the orientation of the cargo on the dolly using an appropriate sensor or the like. In determining the orientation of the cargo on the dolly, the controller 175 can determine that the door exists on the side of the dolly D3 where one of the multiple readers provided on the dolly D3 has successfully read the code or IC tag, just like when unloading the cargo.

[0130] When loading cargo onto an aircraft, the rotation direction of the cargo may be determined according to the type of cargo (container type) and the loading position of the cargo in the cargo hold. If the type of cargo is one-sided overhanging, the cargo must be rotated in advance according to the loading position of the cargo so that the lower inclined surface S conforms to the shape of the cargo hold.

[0131] The type of cargo (container type) can be identified, for example, by reading the container ID from the one-dimensional code or two-dimensional code or IC tag attached to the container. The controller 175 identifies the type of container based on the container ID with reference to the cargo loading data 401, and determines the rotation direction according to the type of container.

[0132] When loading cargo, the rotation of the cargo (for example, rotating a container with one-side overhang to match the cargo hold shape) may be performed by the rotation drive device 270 on the loader 200. The controller 275 of the loader 200 grasps the orientation of the container on the loader 200, the type of the container, and the loading position of the container in the cargo hold, and controls the rotation drive device 270 to rotate the cargo on the loader 200 as necessary so that the container shape matches the cargo hold shape. In this case, the controller 175 of the dolly system 100 can determine the rotation direction by the rotation drive device 170 without considering the orientation of the container, the type of the container, and the loading position of the container in the cargo hold. In other words, it is sufficient for the controller 175 to control the rotation of the rotation drive device 170 within a range necessary for transferring the cargo between the dolly system 100 and the loader 200. When the rotation of the cargo is performed by the loader 200, the controller 275 of the loader 200 can detect the orientation of the cargo, for example, by an appropriate sensor provided in the loader 200. The controller 275 may also receive data indicating the orientation of the cargo from the controller 175.

[0133] When the third sensor 283 detects that the cargo has been transferred from the dolly system 100 to the loader 200, the controller 275 of the loader 200 controls the conveying drive device 260 and the like so that the cargo is carried into the cargo hold.

[0134] Fig. 5 shows an example of the structure of the second dolly 120 that does not include the rotation drive device 170. Fig. 5 shows one single second dolly 120. This second dolly 120 is used in conjunction with other dollies 110 and 120.

[0135] The dolly 120 includes a vehicle body base 101. The vehicle body base includes a pair of left and right front wheels 102A and a pair of left and right rear wheels 102B. A tow bar 103A, for example, is provided at the front end (left end in FIG. 5) of the vehicle body base 101 as a front coupling part 103A. A tow bar 103B, for example, is provided at the rear end (right end in FIG. 5) of the vehicle body base 101 as a rear coupling part 103B. The dolly 120 is coupled to other dollies 110, 120 or a towing tractor 150 via the coupling parts 103A and 103B.

[0136] The towbars 103A, 103B are mounted on the vehicle body base 101 so as to be rotatable in the horizontal direction. The vehicle body base 101 is provided with a steering mechanism that operates so that the front wheels 102A are steered to the left and right by the towing force acting on the towbar 103A. By providing such a steering mechanism, the dolly 120 can travel following the towing direction of a towing vehicle such as a towing tractor 150.

[0137] 5(A), the dolly 120 includes a platform 105 provided on a vehicle body base 101 via a rotation mechanism 104. The upper surface of the platform 105 is a platform 105A on which cargo such as containers is placed.

[0138] As shown in FIG. 5(B), the placement section 105 includes rollers 106 within a placement surface 105A that are rotationally driven by a transfer drive device 160. Cargo is placed on these rollers 106. The rollers 106 are arranged so that their longitudinal direction faces the left-right direction (X direction in FIG. 5) so that the cargo is transferred in the front-rear direction (Y direction in FIG. 5). The cargo is automatically transferred by the rollers 106 being rotationally driven by the transfer drive device 160. In FIG. 5(B), the rollers 106 are arranged so that the transfer direction T is the front-rear direction (Y direction in FIG. 5).

[0139] The rollers 106 are normally connected to the transfer drive device 160 in an interlocking state so that they are driven to rotate by the transfer drive device 160. However, the dolly 120 is configured so that this interlocking can be released. When an operator performs an operation to release the interlocking, the rollers 106 become rotatable. When the rollers 106 become rotatable, the placed cargo can be pushed by human force to transfer the cargo. In this way, if cargo can be transferred by human force, cargo can be transferred even when the transfer drive device 160 is not operating.

[0140] The rotation mechanism 104 is configured to rotatably support the placement unit 105 with respect to the vehicle body base 101 so that the placement unit 105 rotates horizontally. The rotation mechanism 104 has, for example, a rotation shaft having a vertical axis and a bearing that rotatably supports the rotation shaft. The rotation mechanism 104 supports the placement unit 105 so that it can rotate 360° on a horizontal plane. The rotation mechanism also has a holding mechanism (not shown) that positions the placement unit 105 at every 90° position and holds it so that it does not rotate. When rotating the placement unit 105, an operator only needs to perform an operation to release the holding mechanism and rotate the placement unit 105 manually. When the placement unit 105 rotates, the cargo placed on the placement surface 105A also rotates.

[0141] FIG. 5(C) shows a state in which the placement unit 105 has been horizontally rotated 90° from the state shown in FIG. 5(B). The rotation of the placement unit 105 also changes the orientation of the rollers 106 by 90°, so that the transfer direction T becomes the left-right direction (the X direction in FIG. 5). In this way, the second dolly 120 can change the transfer direction T by manually rotating the placement unit 105. As a result, even if the second dolly 120 does not include the rotation drive device 170, it can be used as a transfer point for the loader 200 in an emergency or the like. Note that, if the placement unit 105 does not need to rotate in the second dolly 120, the placement unit 105 may be provided in a non-rotatable manner.

[0142] The placement section 105 is equipped with locks 107, 108 for fixing the cargo. As shown in Fig. 5(A) and (B), the locks 107, 108 include a front lock 107 for locking the cargo at the front side of the dolly 120, and a rear lock 108 for locking the cargo at the rear side of the dolly 120. By locking the cargo from both the front and rear sides with the front lock 107 and the rear lock 108, the cargo can be fixed so as not to move on the dolly 120.

[0143] The locks 107 and 108 are provided at a plurality of positions to accommodate different sizes (bottom sizes) of cargo. For example, the front lock 107 has a front first lock 107A and a front second lock 107B. The rear lock 108 has a rear first lock 108A and a rear second lock 108B. The first locks 107A and 108A lock, for example, a relatively small container LD-3. The second locks 107B and 108B lock, for example, a relatively large container LD-4. Note that here, two locks, the first locks 107A and 108A and the second locks 107B and 108B, are provided to accommodate two different sizes, but three or more locks may be provided to accommodate three or more different sizes. Also, one lock may be moved on the placement surface 105A to accommodate different sizes.

[0144] The lock is in a locked state when it rises up from the placement surface 105A and protrudes from the placement surface 105A, and in an unlocked state when it is tilted down so that it does not protrude from the placement surface 105A. The placement unit 105 includes a lock drive device 165 that causes the lock to perform a locking operation to raise the lock and an unlocking operation to tilt the lock. The lock drive device 165 may include, for example, an actuator that causes the lock to perform the locking operation and the unlocking operation. Furthermore, when the lock needs to be moved to accommodate the size of the cargo, the lock drive device 165 may be configured to move the lock. In this case, the lock drive device 165 generates a driving force for moving the lock.

[0145] The placement unit 105 includes sensors 184, 185, and 186 for detecting cargo. As shown in Figures 5(A) and (B), the sensors 184, 185, and 186 may include a front sensor 184, a rear sensor 185, and a deceleration sensor 186. These sensors 184, 185, and 186 may be configured by, for example, a proximity sensor or a distance sensor.

[0146] The mounting portion 105 of the second dolly 120 may also include the sensors 181A, 181B, 182, and 183 that the dollies D1 and D2 in FIG. 2 include, but the functions of these sensors 181A, 181B, 182, and 183 are as described above.

[0147] The sensors 184 and 185 detect the presence of cargo on the placement surface 105A. The sensors 184 and 185 can also identify the size (bottom size) of the cargo on the placement surface 105A.

[0148] The sensors 184, 185 are provided at a plurality of positions to accommodate different sizes (bottom sizes) of cargo. For example, the front sensor 184 has a front first sensor 184A and a front second sensor 184B. The front sensor 184 is disposed near the front lock 107. More specifically, the sensor 184A is disposed near the lock 107A, and the sensor 184B is disposed near the lock 107B. The rear sensor 185 has a rear first sensor 185A and a rear second sensor 185B. The rear sensor 185 is disposed near the rear lock 108. More specifically, the sensor 185A is disposed near the lock 108A, and the sensor 185B is disposed near the sensor 108B.

[0149] The first sensors 184A and 185A detect, for example, the arrival of a relatively small LD-3 container. The second sensors 184B and 185B detect, for example, the arrival of a relatively large LD-4 container. Here, "arrival" refers to the arrival of cargo at a position where the cargo should be locked by the locks 107 and 108. Here, two sensors, the first sensors 184A and 185A and the second sensors 184B and 185B, are provided to correspond to two sizes, but three or more sensors may be provided to correspond to three or more sizes. Also, one sensor may be moved (together with the lock) on the placement surface 105A to correspond to different sizes.

[0150] When cargo to be placed on the dolly 120 is transferred from another dolly or loader 200, the controller 175 of the dolly 120 controls the lock drive device 165 so that the front lock in the transfer direction is set up before the cargo is transferred. For example, when cargo is transferred from left to right in FIG. 5 (from the front to the rear of the dolly 120), the controller 175 controls the lock drive device 165 so that the rear lock 108, which is the front side in the transfer direction, is set up to receive the cargo being transferred. In addition, the controller 175 identifies the type (size) of the cargo based on data indicating the type (size) of the cargo, and determines whether to set up the rear first lock 108A or the rear second lock 108B of the rear locks 108. For example, when cargo of LD-3 is transferred, the rear first lock 108A is set up.

[0151] The fact that the cargo of LD-3 has been transferred until it is received by the rear first lock 108A is detected by the rear first sensor 185A provided near the rear first lock 108A. This allows the controller 175 to recognize that the cargo has arrived at the dolly 120. When it is detected that the cargo has arrived, the controller 175 controls the lock drive device 165 to erect the front lock 107, which is on the rear side in the transfer direction. At this time, the controller 175 also controls the lock drive device 165 to erect a lock according to the type (size) of the cargo, based on data indicating the type (size) of the cargo. Here, the front first lock 107A is erected. As a result, the transferred cargo of LD-3 is automatically secured from both sides by the locks 107A and 108A.

[0152] The sensor 186 is disposed at approximately the center in the front-rear direction of the dolly 120. The sensor 186 detects that cargo transferred from another dolly or the loader 200 has reached the position of the sensor 186. When the controller 175 detects that the cargo has reached the position of the sensor 186, it controls the speed of the transfer drive device 160 so that the transfer speed decreases. This reduces the transfer speed of the cargo just before it is received by the rear first lock 108A (the lock on the front side in the transfer direction), thereby reducing the impact when the cargo comes into contact with the lock.

[0153] 6 and 7 show an example of the structure of the first dolly 110 equipped with the rotation drive device 170. Fig. 6 and Fig. 7 show one single first dolly 110. This first dolly 110 is used in conjunction with other dollies 110 and 120.

[0154] The first dolly 110 shown in Figures 6 and 7 has all the structures and functions of the second dolly 120 shown in Figure 5. Therefore, in the first dolly 110, the structure and functions common to the second dolly 120 will not be described.

[0155] Unlike the second dolly 120, the first dolly 110 includes a rotation drive device 170. The rotation drive device 170 is provided on, for example, the vehicle body base 101. The rotation drive device 170 includes, for example, a motor. The rotation shaft of the motor is connected to the rotation shaft of the rotation mechanism 104 via a mechanism such as an appropriate reducer. Therefore, when the rotation drive device 170 is driven, the placement unit 105 automatically rotates via the rotation mechanism 104. The rotation drive device 170 can rotate the placement unit 105 horizontally 360° and can stop the placement unit 105 at a desired rotation angle. For example, the placement unit 105 can be rotated 90° to orient the front-rear direction of the placement unit 105 in the left-right direction.

[0156] In this way, since the first dolly 110 is equipped with the rotation drive device 170, it is not necessary to rotate the placement part 105 manually, and the burden on the worker is light. Also, since the first dolly 110 is equipped with the transfer drive device 160, it is not necessary to push the cargo manually for transfer, and from this point of view, the burden on the worker is also light.

[0157] 6, the transfer direction T of the placement unit 105 faces the front-rear direction of the dolly 110 (Y direction in FIG. 6). When the transfer direction T faces the front-rear direction of the dolly 110, when the transfer driving device 160 drives the cargo LD-3 on the dolly 110 for transfer, the cargo LD-3 can be transferred to another dolly in front or behind. Alternatively, the cargo transferred from another dolly can be drawn into the dolly 110 by the transfer driving device 160.

[0158] When the mounting part 105 is rotated 90° around the rotation axis C by the rotation drive device 170, it changes from the state shown in FIG. 6 to the state shown in FIG. 7. In FIG. 7, the transfer direction T of the mounting part 105 faces the left-right direction of the dolly 110 (X direction in FIG. 7). When the transfer direction T faces the left-right direction of the dolly 110, when the transfer drive device 160 transfers and drives the cargo LD-3 on the dolly 110, the cargo can be transferred to the loader 200 on the left or right side. Alternatively, the cargo transferred from the loader 200 can be drawn into the dolly 110 by the transfer drive device 160.

[0159] The placement unit 105 is normally connected to the rotation drive device 170 in an interconnected state so that it is rotationally driven by the rotation drive device 170. However, the dolly 110 is configured so that this interconnection can be released. When an operator performs an operation to release the interconnection, the placement unit 105 becomes rotatable. When the placement unit 105 becomes rotatable, it can be rotated by pushing the placement unit 105 manually. In this way, when the placement unit 105 can be rotated manually, the transfer direction T can be changed even when the rotation drive device 170 is not operating.

[0160] The placement unit 105 includes sensors 187A and 187B for detecting cargo. The sensors 187A and 187B detect the orientation of the cargo on the dolly 110. Here, the orientation of the one-side overhanging container LD-3 is detected. In the one-side overhanging container, the side on which the lower inclined surface S is formed on both sides of the long side of the container overhangs the container bottom, while the opposite side has the container side standing vertically on the container bottom, and the two containers have different shapes. As an example, the orientation sensors 187A and 187B detect the orientation of the container LD-3 by utilizing the fact that the shapes of both sides of the long side of the one-side overhanging container are different.

[0161] In Fig. 6(A), the container LD-3 shown by the solid line has an overhang in front of the dolly 110 (left side in Fig. 6). In this case, the surface A on which the container door is located is on the left side of the dolly (the front side of the paper in Fig. 6(A), and the lower side in Fig. 6(B)). Note that the container LD-3 shown by the dotted line in Fig. 6(B) corresponds to the container LD-3 shown by the solid line in Fig. 6(A).

[0162] In Fig. 6(A), the overhang of container LD-3 indicated by the dashed line is on the rear side (right side in Fig. 6(A)) of the dolly 110. In this case, face A on which the container door is located is on the right side of the dolly (the back side of the paper in Fig. 6(A)).

[0163] The container LD-3 may be placed on the dolly 110 in the orientation shown by the solid line or in the orientation shown by the dashed and dotted line. The locks 107 and 108 can lock the container LD-3 in the same way regardless of the orientation in which the container is placed.

[0164] Orientation sensors 187A, 187B are shown provided to detect overhang on container LD-3, which is secured in place by locks 107, 108.

[0165] The direction sensors 187A and 187B include, for example, a direction sensor 187A arranged on the front side of the placement unit 105 and a direction sensor 187B arranged on the rear side of the placement unit 105. As shown in FIG. 6B, the direction sensor 187A may be configured by an optical sensor including a light-emitting element 187A and a light-receiving element 187A arranged on the left and right sides of the front side of the placement unit 105. The direction sensor 187B may be configured by an optical sensor including a light-emitting element 187B and a light-receiving element 187B arranged on the left and right sides of the rear side of the placement unit 105. The sensors 187A and 187B are attached to the placement unit 105 via a support so that the sensors 187A and 187B are at a predetermined height position from the placement surface 105A.

[0166] In the case where there is an overhang on the front side of the dolly 110, such as the container LD-3 shown by the solid line in Fig. 6(A), the overhang is located between the front light emitting element 187A and the light receiving element 187A. Therefore, the presence of an overhang on the front side is detected by the front sensor 187A. At this time, the container LD-3 is not located between the rear sensor 187B, so the sensor 187B does not detect the container LD-3.

[0167] In the case where there is an overhang on the rear side of the dolly 110, such as the container LD-3 shown by the dashed line in Fig. 6(A), the overhang is located between the rear light emitting element 187B and the rear light receiving element 187B. Therefore, the rear sensor 187B detects the presence of an overhang on the rear side. At this time, the container LD-3 is not located between the front sensor 187A, so the sensor 187A does not detect the container LD-3.

[0168] Therefore, the controller 175 can detect which direction the overhang is located, i.e., the orientation of the container LD-3 on the dolly 110, by using the sensors 187A and 187B. Note that the controller 175 of the dolly system 100 may detect the orientation of the container by reading the one-dimensional or two-dimensional code of the container, reading the IC tag, or by image recognition, as described above.

[0169] The controller 175 may determine the direction of rotation by the rotary drive device 170 based on the orientation of the cargo detected by the sensors 187A and 187B, and control the rotary drive device 170 to rotate in the determined direction of rotation. The determination of the direction of rotation may be based only on the orientation of the cargo detected by the sensors 187A and 187B, or may be based on the orientation of the cargo detected by the sensors 187A and 187B and other data. The other data may be, for example, the loading data 401 of the cargo.

[0170] For example, when loading a container onto an aircraft, the controller 175 may determine the rotation direction by the rotary drive device 170 based on the orientation of the container LD-3 detected by the sensors 187A and 187B and data for identifying the orientation of the container LD-3 when it is loaded onto the aircraft. For example, the loading data 401 indicating the loading position of the container LD-3 is used as the data for identifying the orientation when it is loaded onto the aircraft. In this case, the container LD-3 is automatically changed on the dolly 110 to the orientation when it is loaded onto the aircraft, and is transferred to the loader 200 in that orientation. Therefore, the loader 200 only needs to transfer the container LD-3 while keeping it in that orientation, and the loader 200 does not need to grasp the orientation of the container or rotate the container.

[0171] Furthermore, when a container is unloaded from an aircraft, the controller 175 can determine the rotation direction by the rotary drive device 170 based on the orientation of the container LD-3 detected by the sensors 187A, 187B after the container LD-3 is transferred from the loader 200 and the data for identifying the orientation of the container LD-3 on the dolly. For example, the onboard data 401 of the container LD-3 is used as the data for identifying the orientation of the container LD-3 on the dolly. The onboard data 401 includes data 401D (see FIG. 3) indicating the container contents (transported goods). When the orientation of the container LD-3 on the dolly differs depending on the contents, the rotation direction can be determined based on the data 401D included in the onboard data 401.

[0172] The controller 175 may obtain the orientation of the container LD-3 from an external device (for example, the controller 275 of the loader 200 or the terminal 500). In this case, the dolly 110 does not need to include the sensors 187A and 187B for detecting the orientation.

[0173] The controller 175 may transmit the orientation of the container LD-3 detected by the sensors 187A and 187B to the outside (for example, to the controller 275 of the loader 200 or the terminal 500). For example, the controller 275 of the loader 200 that receives the container orientation transmitted from the controller 175 can rotate the container on the loader 200 based on the received container orientation.

[0174] For example, the controller 275 may determine the rotation direction of the rotation drive device 270 based on the received container orientation and data for identifying the orientation of the container LD-3 when it is loaded on the aircraft, and control the rotation drive device 270 in that direction. In this case, the dolly controller 175 simply rotates the container so that the container is transferred to the loader 200 without considering the orientation of the container when it is loaded on the aircraft.

[0175] Fig. 8 shows an example of the structure of the loader 200. Fig. 8 shows the work platform EP at the rear end of the loader 200 in Fig. 2. The dolly 110, which serves as a transfer point to the loader 200, is located behind the work platform EP (left side in Fig. 8). The cargo 3 is transferred between the dolly 110 and the work platform EP.

[0176] As shown in FIG. 8(A), the work platform EP includes wheels 202, 203 and a roller 206 that is rotationally driven by a transport drive device 260. The cargo 3 is transported on the roller 206. The transport drive device 260 transports the cargo 3 transferred from the dolly 110 toward the cargo hold. The transport drive device 260 also transports the cargo 3 removed from the cargo hold toward the dolly 110. Note that, although the illustration of the rotation drive device 270 for rotating the cargo 3 is omitted in the work platform EP in FIG. 8(A), the rotation drive device 270 may be provided.

[0177] As shown in FIGS. 8(A) to (E), the work platform EP is equipped with sensors 285A, 285B, 285C, 286A, and 286B.

[0178] The work platform EP may also include sensors 281, 282, and 283 shown in Fig. 2, and the functions of these sensors 281, 282, and 283 are as described above. Since the function and role of the sensor 285A in Fig. 8 is common to the sensor 283 in Fig. 2, either the sensor 285A or the sensor 283 may be omitted.

[0179] The sensor 285A detects that the cargo 3 has reached the rear end of (the work platform EP of) the loader 200. The sensor 285A is, for example, a distance sensor or a proximity sensor.

[0180] The sensors 285B, 285C can detect the size of the cargo 3 (LD-3 or LD-4). The sensors 285B, 285C are, for example, distance sensors or proximity sensors. The cargo 3A shown in FIG. 8(B) is, for example, an LD-4. The code "DQP" assigned to the cargo 3A indicates that the container type is LD-4. The cargo 3B shown in FIG. 8(C) is, for example, an LD-3. The code "AKE" assigned to the cargo 3B indicates that the container type is LD-3.

[0181] As shown in Fig. 8(B), when cargo 3A reaches the position of sensor 285A, cargo 3A is present above sensor 285C (and 285B). As shown in Fig. 8(C), when cargo 3B reaches the position of sensor 285A, cargo 3B is not present above sensor 285C, but cargo 3B is present above sensor 285B.

[0182] Therefore, when all of sensors 285A, 285B, and 285C detect cargo, controller 275 determines that the type (size) of the cargo is LD-4. When only sensors 285A and 285B detect cargo, controller 275 determines that the type (size) of the cargo is LD-3. Similarly, in the case of FIG. 8(D), it is determined that the cargo is LD-3.

[0183] The controller 275 can transmit data indicating the type (size) of the cargo detected by the sensors 285A, 285B, 285C to the controller 175 of the dolly system 100. The controller 175 receives the data indicating the type (size) of the cargo, and based on the received data, can operate the locks 107, 108 corresponding to the size of the cargo in the dolly on which the cargo is placed.

[0184] 8(C) and (D), the sensors 285A, 285B, and 285C, together with the sensors 286A and 286B, can detect the orientation of the cargo 3. The sensors 286A and 286B are, for example, optical sensors.

[0185] In Fig. 8(C), sensor 286A detects cargo 3B at an overhanging position caused by lower inclined surface S, but sensor 286B does not detect cargo 3B. On the other hand, in Fig. 8(D), sensor 286A does not detect cargo 3C, but sensor 286B detects cargo 3C at an overhanging position caused by lower inclined surface S.

[0186] Therefore, when the cargo is an LD-3, the controller 275 can determine the orientation of the container with one overhang depending on which of the sensors 286A and 286B detects the cargo. When the cargo is an LD-3 with double overhangs, the cargo is detected by both the sensors 286A and 286B, and when the cargo is a rectangular parallelepiped LD-3, the cargo is not detected by either the sensors 286A or 286B.

[0187] Fig. 8(E) shows another example of the sensors 286A, 286B. In Fig. 8(E), the sensors 286A, 286B are visual sensors such as cameras. The visual sensors 286A, 286B capture images of the cargo 3D. The controller 275 recognizes the shape of the cargo 3D by image recognition processing of the captured images. The controller 275 detects the position of the lower inclined surface S by recognizing the shape of the cargo 3D. The controller 275 detects the orientation of the cargo 3D according to the position of the lower inclined surface S.

[0188] The sensors 286A, 286B may capture an image of the ULD-ID ("AKE3344NH") assigned to the cargo 3D. In this case, the controller 275 can recognize that the ULD-ID is "AKE3344NH" by performing character recognition processing on the captured image. In other words, the controller 275 can detect the ULD-ID of the cargo 3D using the visual sensors 286A, 286B. Since the ULD-ID indicates the type, size, etc. of the cargo 3, the controller 275 can identify the type, size, etc. of the cargo 3 based on the detected ULD-ID.

[0189] The sensors 286A, 286B may also be cameras or other code readers, where the code reader is a device that reads a machine-readable form of code 3F, such as a one-dimensional code, such as a barcode, or a two-dimensional code, such as a QR code (registered trademark).

[0190] The code 3F in a machine-readable format such as a barcode is configured to indicate, for example, the ULD-ID of the cargo 3, and is provided by printing or the like on any surface of the cargo 3. In this case, the controller 275 can detect the ULD-ID based on the read code 3F.

[0191] A machine-readable code such as a barcode may be provided, for example, on either side of a container, side A having a container door, or the opposite side of side A, or on both side A and the opposite side. A machine-readable code 3F such as a barcode may be configured to indicate which of multiple sides of the cargo the code is present on. In this case, the controller 275 can recognize the orientation of the cargo based on the position where the code is read and the side indicated by the read code.

[0192] Instead of the code 3F, an IC tag (RFID) may be attached to the cargo 3. In this case, the sensors 286A and 286B may be IC tag (RFID) readers. The code 3F or IC tag may be read by the terminal 500 held by the worker P1.

[0193] The controller 275, which has identified the orientation of the cargo on the loader 200, can control the rotation drive so that the cargo faces an appropriate direction, similar to the controller 175, which has identified the orientation of the cargo on the dolly 110. The controller 275 can refer to the onboard data 401 in the same manner as the controller 175, in order to orient the cargo in an appropriate direction. By orienting the cargo in an appropriate direction on the loader 200, the dolly system 100 does not need to grasp the orientation of the cargo or rotate the cargo to orient it appropriately.

[0194] Furthermore, the controller 275 may transmit data indicating the type, size, direction, etc. of the cargo to the controller 175 of the dolly system 100. In this case, the cargo 3 can be appropriately rotated in the dolly system 100. In this case, the loader 200 does not need to have a function of rotating the cargo.

[0195] 9 shows a loading / unloading process executed by one or more controllers 175. The loading / unloading process may include either a loading process or an unloading process (unloading process), or both. The loading process includes control for transferring cargo placed on the dolly system 100 to the loader 200 for loading onto an aircraft. The unloading process includes control for transferring cargo unloaded from an aircraft from the loader 200 to the dolly system 100.

[0196] The loading / unloading process begins after the dolly system 100 stops near the loader 200.

[0197] In step S91, the controller 175 identifies whether to execute a loading process or an unloading process. The loading process is performed before the departure of the aircraft, and the unloading process is performed after the arrival of the aircraft. The identification in step S91 is performed based on the result of the worker P1 operating an operation device (not shown) provided in the dolly system 100 or a terminal 500 serving as a remote controller to select either loading or unloading. The controller 175 executes the identified process of loading or unloading. The identification in step S91 may be performed based on a signal transmitted from another external device such as the server 400.

[0198] In step S92, the controller 175 identifies whether the loader 200 is located on the left or right side as viewed from the dolly system 100 parked near the loader 200. If the loader 200 is located on the left side of the dolly system 100, cargo transfer between the loader 200 is performed on the left side (see FIG. 1). On the other hand, if the loader 200 is located on the right side of the dolly system 100, cargo transfer between the loader 200 is performed on the right side (see FIG. 1). The controller 175 controls the rotation drive device 170, controls the transfer direction of the transfer drive device 160, controls the lock position by the lock drive device 165, and so on, according to the identified position of the loader 200.

[0199] The controller 175 can identify the position of the loader 200 by sensors such as the sensors 181A and 181B (see FIG. 2). The position of the loader 200 may also be identified by the operator P1 operating an operation device (not shown) provided in the dolly system 100 or a terminal 500 serving as a remote controller to input the position of the loader 200.

[0200] In step S93, the controller 175 acquires the on-board data 401 (see FIG. 3). The controller 175 may receive the on-board data 401 directly from the server 400. The on-board data 401 may also be received by one or both of the terminal 500 and the controller 275. The controller 175 may receive the on-board data 401 via the terminal 500 or the controller 275.

[0201] The worker P1, for example, operates the terminal 500 or an operating device provided in the dolly system 100 to select the aircraft on which the cargo will be loaded and unloaded (for example, inputting or selecting the model name of the aircraft), and acquires the onboard data 401 corresponding to the aircraft from the server 400, etc. Note that when the onboard data 401 is not required for loading and unloading the cargo (for example, when unloading the cargo and loading it onto the dolly system 100 without considering the loading position on the aircraft), acquisition of the onboard data 401 may be omitted.

[0202] The controller 175 acquires cargo data in step S94. The cargo data here is data for identifying the cargo transferred between the dolly system 100 and the loader 200. That is, at the time of loading, the data is for identifying the cargo placed on the dolly system 100, and at the time of unloading, the data is for identifying the cargo loaded on the aircraft or the cargo removed from the cargo hold of the aircraft and placed on the loader 200.

[0203] The cargo data is, for example, a ULD-ID that the cargo has. The ULD-ID indicates the type (size, etc.) of the cargo. The cargo may have a ULD-ID printed or attached thereto, a one-dimensional code or two-dimensional code indicating the ULD-ID, or an IC tag storing the ULD-ID. Such a ULD-ID is read by an appropriate sensor (reader) provided in the dolly system 100, a terminal 500 having a reading function, and sensors 286A and 286B provided in the loader 200.

[0204] The controller 175 can obtain detailed data of the cargo by referring to the loading data 401 based on the ULD-ID. For example, as shown in FIG. 3, the controller 175 can identify a loading position 401B corresponding to the ULD-ID. The controller 175 can identify a package 301D corresponding to the ULD-ID. The controller 175 can identify a dolly ID 401E corresponding to the ULD-ID. The controller 175 can identify a loading order 401F corresponding to the ULD-ID.

[0205] In addition, in the onboard data 401, a group of cargoes transported by one dolly system 100 is indicated by an ID 401A. One group is a unit of cargoes that are loaded and unloaded at one time by one dolly system 100. If the controller 175 acquires the ULD-ID of any cargo, it can recognize cargoes in the onboard data 401 that belong to the same group as that cargo.

[0206] The cargo data may include data indicating the orientation of the cargo. The orientation of the cargo may also be detected by the dolly system 100, the loader 200, and the terminal 500. The orientation of the cargo may be acquired by the worker P1 inputting it into the terminal 500. Note that the orientation of the cargo on the dolly system 100 at the time of loading may be a predetermined orientation and may be known, and therefore may be included in the loading data 401 acquired in step S93.

[0207] In step S95, the controller 175 controls the transfer drive device 160, the lock drive device 165, and the rotation drive device 170 for automatic transfer of cargo based on the data identified or acquired in steps S91 to S94. At this time, the controller 175 communicates with either or both of the loader controller 275 and the terminal 500 as necessary, and executes cooperative control for loading and unloading.

[0208] The order in which steps S91 to S94 are performed is not limited, and steps S91 to S94 can be performed in any order as necessary.

[0209] 10 and 11 show an example of a procedure for unloading cargo from an aircraft. The dolly system 100, without any cargo loaded thereon, is towed by a towing tractor 150 and travels toward the loader 200. As an example, as shown in FIG. 10(A), the dolly system 100 stops with the loader 200 located on the right side of the dolly D3. Here, the dolly D3 is composed of the first dolly 110, and the dollies D1, D2, D4, D5, and D6 are composed of the second dolly 120. The dolly D3 is a transfer point, and the dollies D1, D2, D4, and D5 are non-transfer points. While the dolly system 100 is traveling toward the loader 200, the locks 107 and 108 of all the dollies D1, D2, D3, D4, D5, and D6 constituting the dolly system 100 are raised and in a locked state. In the following, when the locks 107 and 108 are raised, they are referred to as “ON,” and when they are lowered, they are referred to as “OFF.” In Fig. 10(A), the locks of all dollies are ON.

[0210] In addition, in Fig. 10(A), two cargoes 1 and 2 that have been removed from the cargo hold of the aircraft are on the loader 200. All of the cargoes described below are assumed to be LD-3 containers with one-side overhang. Since the cargoes 1 and 2 are on the loader 200 in the same orientation as when they were loaded onto the aircraft, the cargo 1 that is first transferred to the dolly system 100 has its lower inclined surface S facing the dolly system 100 side (the lower side of Fig. 10), and the next cargo 2 has its lower inclined surface S facing the aircraft side (the upper side of Fig. 10).

[0211] When the dolly system 100 is pulled up alongside the loader 200, the controller 175 of the dolly system 100 executes the loading / unloading process (unloading process) shown in Fig. 9. The controller 175 executes steps S91 to S94. In step S95, the controller 175 controls the driving devices 160, 165, and 170. First, the controller 175 releases (OFF) the locks of all dollies.

[0212] The controller 175 turns on both locks 107, 108 of the dolly D3, which is the transfer point. Also, the controller 175 turns on the front lock 107 of the dolly D1, which is at the forefront of the dolly system 100, and the rear lock 108 of the dolly D6, which is at the rearmost, as shown in FIG. 10(B). Through steps S93 and S94, the controller 175 has already grasped data (such as the size of the cargo) relating to the cargoes 1, 2, 3, 4, 5, and 6 to be unloaded from the aircraft. The controller 175 turns on the locks located in positions according to the size of the cargo (similarly below). In this case, the container is LD-3, so the locks 107A, 108A (see FIG. 5) on the dolly are turned on.

[0213] 10(B), the controller 175 executes a 90° rotation R1 of the placement surface of the dolly D3, which is the transfer point. Here, the dolly D3 rotates 90° counterclockwise. As a result, the rear side of the dolly D3 faces the right side of the dolly system and is close to the loader 200, and the front side of the dolly D3 faces the left side of the dolly system and is located on the opposite side of the loader 200.

[0214] After the dolly D3 rotates, the controller 175 turns off the rear lock 108 of the dolly D3. This results in a state in which, of the locks 107, 108 of the dolly D3, the lock 108 closer to the loader 200 is OFF, and the lock 107 farther from the loader 200 is ON. With the lock 108 on the loader 200 side turned off, it becomes possible to transfer the cargo 1 from the loader 200 to the dolly D3. The lock 107 also receives the transferred cargo.

[0215] After receiving a signal from the controller 275 of the loader 200 indicating that the cargo 1 has arrived at the rear end of the loader 200, the controller 175 controls the transfer drive device 160 so that the transfer direction by the transfer drive device 160 of the dolly D3 is the T1 direction (see FIG. 10(C)). The controller 275 of the loader 200 also controls the conveying drive device 260 so that the cargoes 1 and 2 are conveyed to the dolly D3 side. In this way, the transfer drive device 160 and the conveying drive device 260 operate simultaneously in coordination, thereby facilitating the transfer from the loader 200 to the dolly D3.

[0216] When the controller 175 detects through the sensor of the dolly D3 that the cargo 1 has been transferred onto the dolly D3, it turns on the lock 108 of the dolly D3 to fix the cargo 1. In addition, the conveying drive device 260 of the loader 200 also stops once.

[0217] 10(D), the controller 175 controls the rotation driver 170 of the dolly D3 to rotate it by 90 degrees R2 (clockwise rotation), so that the transfer direction of the dolly D3 faces the adjacent dollies D2 and D4.

[0218] The direction of rotation R2 is determined according to the orientation of the cargo 1 before rotation R2. Moreover, the direction of rotation R2 of the cargo 1 is determined according to the orientation in which the cargo 1 should face in the dolly system 100. Here, it is identified based on the loading data 401, etc. that the contents of the cargo 1 are "cargo other than baggage" and that the cargo 1 should be placed so that the lower inclined surface S faces the front of the dolly system (hereinafter, the same applies to other cargo). Based on the above, the controller 175 determines the direction of rotation R2 to be "clockwise".

[0219] 10(E), the controller 175 executes automatic transfer within the dolly system of the cargo 1. Here, as an example, it is set in the controller 175 that the cargo transferred from the loader 200 is placed on D6, D1, D5, D2, D4, and D3 in the order of transfer. Based on the setting, the controller 175 identifies that the transfer destination within the dolly system of the cargo 1 transferred first from the loader 200 is dolly D6.

[0220] The controller 175 turns off the lock 108 on the dolly D6 side, which is the transfer destination, out of the locks 107 and 108 of the dolly D3, which is the transfer destination. This allows the cargo 1 to move in the direction toward the dolly D6.

[0221] Then, as shown in Fig. 10(D), the controller 175 drives and controls the transfer drive device 160 of the dollies D3, D4, D5, and D6 so that the cargo 1 is transferred from D3 to the dolly D6 which is the transfer destination. For example, the controller 175 first drives and controls the transfer drive device 160 of the dolly D3 so that the cargo 1 is transferred in the transfer direction T2 toward the dolly D6. When the controller 175 detects by the sensor of the dolly D4 that the cargo 1 has entered the dolly D4, it operates the transfer drive device 160 of the dolly D4 to pull the cargo 1 into the dolly D4. When the controller 175 detects by the sensor of the dolly D3 that the cargo 1 has disappeared from the dolly D3, it stops the transfer drive device 160 of the dolly D3. Thereafter, in the same manner, each transfer drive device 160 operates so that the cargo 1 is transferred from the dolly D4 to the dolly D5, and from the dolly D5 to the dolly D6.

[0222] When the sensor of the dolly D6 detects that the cargo 1 has arrived at the dolly D6, the controller 175 stops the transfer drive device 160 of the dolly D6 and turns on the lock 107 of the dolly D6. This fixes the cargo 1 on the dolly D6.

[0223] When the transfer of the cargo 1 is completed, the controller 175 executes a rotation R3 of the dolly D3, which is the transfer point, in order to transfer the next cargo 2. The rotation R3 here is a 90° counterclockwise rotation. The controller 175 transmits a signal indicating that the dolly D3 is ready to receive the next cargo to the controller 275. The controller 275 receives this signal and controls the drive of the conveyor drive device 260 to transfer the cargo 2 to the dolly D3. At this time, the next two cargoes 3 and 4 are simultaneously carried out of the cargo hold of the aircraft (see FIG. 10(F)(G)).

[0224] The controller 175 drives and controls the loading and unloading drive device 160 of the dolly D3 to pull the cargo 2 into the dolly, and when it detects that the cargo has arrived at the dolly D3, it turns on the lock 108 of the dolly D3 and executes rotation R4 of the dolly D3 with the cargo fixed by both locks 107, 108 (see FIG. 10(G)). The rotation R4 here is a 90° counterclockwise rotation. As a result, the loading and unloading direction of the dolly D3 faces the other adjacent dollies D2, D4. Also, the lower inclined surface S of the cargo 2 faces the front of the dolly system.

[0225] The controller 175 identifies that the destination within the dolly system for transferring the cargo 2 is the dolly D1.

[0226] 10(G), the controller 175 turns off the lock 108 on the dolly D1 side, which is the transfer destination, of the locks 107 and 108 of the dolly D3. This allows the cargo 1 to move in the direction toward the dolly D1.

[0227] 11(A), the controller 175 controls the driving of the transfer drive devices 160 of the dollies D3, D2, and D1 so that the cargo 1 is transferred from the dolly D3 to the dolly D1 which is the transfer destination. The controller 175 controls each transfer drive device 160 so that the cargo 2 is transferred in the transfer direction T4 toward the dolly D1.

[0228] When the sensor of the dolly D1 detects that the cargo 1 has arrived at the dolly D1, the controller 175 stops the transfer drive device 160 of the dolly D1 and turns on the lock 108 of the dolly D1. This fixes the cargo 1 on the dolly D1.

[0229] 11(B), the controller 175 turns ON the lock 108 of the dolly D5 on which the next cargo 3 is to be placed, and then executes rotation R5 to pull in the next cargo 3 from the loader 200.

[0230] 11(C), the controller 175 executes rotation R6. Furthermore, the controller 175 controls the transfer drive device 160 so that the cargo 3 is transferred to the dolly D5 in the transfer direction T. When the controller 175 detects that the cargo 3 has arrived at the dolly D5 using a sensor of the dolly D5, it turns on the lock 107 of the dolly D5 to fix the cargo 3 on the dolly D5.

[0231] Then, as shown in FIG. 11(D) and FIG. 11(E), the next cargo 4 is transferred from the loader 200 to the dolly D2 via the dolly D3 by the same procedure as above.

[0232] 11(F), the next cargo 5 is transferred from the loader 200 to the dolly D4 via the dolly D3. As shown in FIG 11(G), the next cargo 6 is transferred from the loader 200 to the dolly D3.

[0233] In this manner, the six cargo items 1, 2, 3, 4, 5, and 6 unloaded from the aircraft are transferred to the dolly system 100. The dolly system 100 is towed by the towing tractor 150 and moves to an unloading area at the airport.

[0234] Figures 12 and 13 show an example of a procedure for loading cargo onto an aircraft. The dolly system 100 on which cargoes 1, 2, 3, 4, 5, and 6 are loaded travels toward the loader 200. As an example, as shown in Figure 11(A), the dolly system 100 first stops with the loader 200 positioned on the right side of the dolly D1. While the dolly system 100 is traveling, the locks of all dollies are ON.

[0235] Here, dollies D1 and D3 are composed of the first dolly 110 and are transfer points. Dollies D2, D4, D5, and D6 are non-transfer points. Cargo 1 is loaded on dolly D1, cargo 2 is loaded on dolly D2, cargo 3 is loaded on dolly D3, cargo 4 is loaded on dolly D4, cargo 5 is loaded on dolly D5, and cargo 6 is loaded on dolly D6. All cargoes 1, 2, 3, 4, 5, and 6 are LD-3 containers with one-side overhang. On the dolly system 100, cargoes 1, 2, 3, 4, 5, and 6 are aligned in the same direction, with the lower inclined surface S facing the front of the dolly system (the left side in FIG. 11(A)).

[0236] When the dolly system 100 is pulled up alongside the loader 200, the controller 175 of the dolly system 100 executes the loading / unloading process (loading process) shown in Fig. 9. The controller 175 executes steps S91 to S94. In step S95, the controller 175 controls the driving devices 160, 165, and 170.

[0237] The controller 175 turns OFF the front lock 107 of the dolly D1, which is the first transfer point. Through steps S93 and S94, the controller 175 has already grasped data (such as the type, size, orientation, and loading position of cargo) related to cargoes 1, 2, 3, 4, 5, and 6 placed on the dolly system 100. The controller 175 turns ON the lock at the position according to the size of the cargo (same below).

[0238] 12(B), the controller 175 executes a 90° rotation R11 of the placement surface of the dolly D1, which is the transfer point. Here, the dolly D1 rotates 90° clockwise. As a result, the front side of the dolly D1 faces the right side of the dolly system and is close to the loader 200, and the rear side of the dolly D1 faces the left side of the dolly system and is located on the opposite side of the loader 200. Also, due to the rotation R11, the lower inclined surface S of the cargo 1 faces the loader 200 side.

[0239] The direction of rotation R11 may be determined based on the orientation of the cargo 1 on the dolly D1 and the loading position of the cargo 1 on the aircraft (this also applies to the following rotations). When determining the direction of rotation, the type of cargo 1 may be taken into consideration. Depending on the type of cargo 1, the direction of rotation may be determined without taking into consideration the orientation of the cargo 1.

[0240] After the dolly D1 rotates, the controller 175 turns off the front lock 107 of the dolly D1. This results in a state in which, of the locks 107, 108 of the dolly D1, the lock 107 closer to the loader 200 is OFF and the lock 108 farther from the loader 200 is ON. Since the lock 108 on the loader 200 side is OFF, the cargo 1 can be transferred from the dolly D1 to the loader 200.

[0241] The controller 175 controls the transfer drive device 160 so that the transfer direction by the transfer drive device 160 of the dolly D1 is the direction T11. When the controller 275 of the loader 200 detects that the cargo 1 has been transferred to the loader 200, it controls the driving of the transport drive device 260 to draw the cargo into the loader 200 and transport it to the cargo hold. In this way, the transfer drive device 160 and the transport drive device 260 operate simultaneously in coordination, so that the transfer from the dolly D1 to the loader 200 is made smooth.

[0242] As shown in FIG. 12(C), when the controller 175 detects that the cargo 1 has been completely transferred to the loader 200 and is no longer on the dolly D1, it starts transferring the cargo 2 onto the dolly D2. The controller 175 executes rotation R12 so that the dolly D1 can receive the cargo 2 from the dolly D2. The rotation R12 is a 90° clockwise rotation. As a result, the transfer direction of the dolly D1 faces the adjacent dolly D2. In this state, of the locks 107 and 108 of the dolly D1, the lock 107 closer to the dolly D2 is OFF.

[0243] After the rotation R12, the controller 175 drives and controls the transfer drive device 160 of the dolly D2 to move the cargo 2 in the transfer direction T12. As a result, the cargo 2 is transferred to the dolly D1. At this time, when the controller 175 detects that the cargo 2 has entered the dolly D1, it also drives the transfer drive device 160 of the dolly D1 to reliably draw the cargo 2 into the dolly D1. When the controller 175 detects by a sensor of the dolly D2 that the cargo 2 has disappeared from on the dolly D2, it stops the transfer drive device 160 of the dolly D2.

[0244] As shown in FIG. 12(D), when the controller 175 detects that the cargo 2 has arrived at the dolly D1 through the sensor of the dolly D1, it stops the transfer drive device 160 of the dolly D1, turns on the lock 107 of the dolly D1 to fix the cargo 2, and then executes a counterclockwise 90° rotation R13. Then, the controller 175 turns off the lock 107 of the dolly D1. This allows the cargo 2 to move between the dolly D1 and the loader 200. In addition, the lower inclined surface S of the cargo 2 faces the left side of the dolly system, opposite to the cargo 1.

[0245] Then, the controller 175 controls the transfer drive device 160 so that the transfer direction of the transfer drive device 160 of the dolly D1 is in the direction T13, and the cargo 2 is transferred to the loader 200 in the same manner as the cargo 1.

[0246] As shown in FIG. 12(E), the controller 275 of the loader 200 controls the conveyor drive device 260 and the like so that the two cargo items 1 and 2, which are oriented in opposite directions according to the loading positions, are conveyed into the cargo hold of the aircraft.

[0247] Furthermore, as shown in FIG. 12(E), the dolly system 100 is moved forward by the towing tractor 150 to position the loader 200 on the right side of the dolly D3, which is the second loading / unloading point.

[0248] 12(F), the controller 175 turns off the front lock 107 of the dolly D3. Then, the controller 175 executes a 90° clockwise rotation R14 of the dolly D3.

[0249] After the dolly D3 rotates, the controller 175 controls the transfer drive device 160 so that the transfer direction by the transfer drive device 160 of the dolly D3 becomes the direction T15. As a result, the cargo 3 is transferred to the loader 200. At that time, the conveyance drive device 260 of the loader 200 can also operate in the same manner as in the case of the cargoes 1 and 2.

[0250] 12(G), the controller 175 starts the transfer of the cargo 4. When the cargo 3 is transferred to the loader 200, the controller 175 executes a 90° clockwise rotation R15 of the dolly D3.

[0251] After the rotation R15, the controller 175 drives and controls the transfer drive device 160 of the dolly D4 to move the cargo 4 in the transfer direction T16. As a result, the cargo 2 is transferred from the dolly D4 to the dolly D3. At this time, when the controller 175 detects that the cargo 4 has entered the dolly D3, it also drives the transfer drive device 160 of the dolly D3 to reliably draw the cargo 4 into the dolly D3. When the controller 175 detects that the cargo 4 has disappeared from the dolly D4 using a sensor of the dolly D4, it stops the transfer drive device 160 of the dolly D4.

[0252] As shown in Fig. 13(A), when the controller 175 detects that the cargo 2 has arrived at the dolly D3 through the sensor of the dolly D3, it stops the transfer drive device 160 of the dolly D3, turns on the lock 107 of the dolly D3, fixes the cargo 4, and executes a counterclockwise 90° rotation R16. Then, the controller 175 turns off the lock 107 of the dolly D3. This allows the cargo 4 to move between the dolly D3 and the loader 200.

[0253] Then, the controller 175 controls the transfer drive device 160 so that the transfer direction becomes the direction T17. Through these processes, the cargo 4 is transferred onto the loader 200 in the same manner as other cargo.

[0254] As shown in FIG. 13(B), the controller 275 of the loader 200 controls the conveyor drive device 260 and the like so that the two cargo items 3 and 4, which are oriented in opposite directions according to the loading positions, are conveyed into the cargo hold of the aircraft.

[0255] When the cargo 4 is transferred to the loader 200, the controller 175 starts the transfer of the cargo 5. First, the controller 175 executes a 90° clockwise rotation R17. The controller 175 also turns off the locks from the dollies D3 to D5, except for the locks 108 of the dollies D3 and D5 at both ends of the dollies D3 to D6 in the front-rear direction. This allows the cargo 5 to move from the dollies D5 to D3.

[0256] 13(B), the controller 175 controls the transfer drive devices 160 of the dollies D5, D4, and D3 so that the cargo 5 is transferred from the dolly D5 to the dolly D3. The transfer direction at this time is the direction T18.

[0257] 13(C), when the controller 175 detects that the cargo 5 has arrived at the dolly D3, the controller 175 executes a 90° clockwise rotation R18. Then, the controller 175 transfers the cargo 5 to the loader 200.

[0258] As shown in Figures 13(D) and 13(E), the cargo 6 is also transferred in the same manner as the cargo 5. That is, as shown in Figure 13(D), the cargo 6 is transferred from the dolly D6 to the dolly D3. As shown in Figure 13(E), the cargo 6 transferred to the dolly D3 is rotated on the dolly D3 and transferred to the loader 200.

[0259] As shown in FIG. 13(F), the controller 275 of the loader 200 controls the conveyor drive device 260 and the like so that the two cargo items 5, 6 facing in opposite directions according to the loading positions are conveyed into the cargo hold of the aircraft.

[0260] In this manner, the six cargoes 1, 2, 3, 4, 5, and 6 on the dolly system 100 are loaded onto the aircraft. The dolly system 100 is towed by the towing tractor 150 and detached from the aircraft.

[0261] In the loading / unloading examples shown in Figs. 10 to 13, the cargo is not rotated on the loader 200, but the cargo may be rotated on the loader 200 to properly orient the cargo. In this case, the controller 175 of the dolly system 100 may transmit data used to control the rotation of the cargo on the loader 200 to the controller 275 of the loader 200 during the loading process. During loading, the controller 275 of the loader 200 may obtain data used to control the rotation of the cargo by a sensor or the like provided on the loader 200. During unloading, the controller 175 of the dolly system 100 may receive data used to control the rotation by the rotation drive device 170 from the controller 175 of the loader 200. During unloading, the controller 275 of the loader 275 may obtain data used to control the rotation of the cargo by a sensor or the like provided on the loader 200.

[0262] The present invention is not limited to the above-described embodiment, and various modifications are possible. [Explanation of symbols]

[0263] 1: Cargo 2: Cargo 3: Cargo 3A: Cargo 3B: Cargo 3C: Cargo 3D: Cargo 3F: Code 4: Cargo 5: Cargo 6: Cargo 10: Cargo loading and unloading system 100: Dolly System 101: Body base 102A: Front wheel 102B: Rear wheel 103A: Front connection part 103B: Rear connection part 104: Rotation mechanism 105: Placement section 105A: Placement surface 106: Laura 107: Front lock 107A: Front first lock 107B: Front second lock 108: Rear lock 108A: Rear first lock 108B: Rear second lock 108B: Sensor 110: First Dolly 120: 2nd Dolly 150: Towing tractor 160: Transfer drive device 165: Lock drive device 170: Rotational drive unit 175: Controller 180: Sensor 181A: First sensor 181B: First sensor 182: Second sensor 183: 3rd sensor 184: Sensor 184A: Front first sensor 184B: Front second sensor 185: Rear sensor 185A: Rear first sensor 185B: Rear second sensor 186: Deceleration sensor 187A: Orientation sensor 187B: Orientation sensor 200: Cargo loader 202 :Wheel 203 :Wheel 206: Laura 220: Front of vehicle 230: Rear of vehicle 260: Transport drive device 270: Rotary drive unit 275: Loader controller 280: Sensor 281: First sensor 282: Second sensor 283: Third sensor 285A: Sensor 285B: Sensor 285C: Sensor 286A: Visual sensor 286B: Visual sensor 300: Aircraft 301: Aircraft 301D: Transport items 302A: Front cargo entrance 302B: Rear cargo entrance 303: Wing 310:Forward cargo hold 320: Rear cargo hold 400 :Server 401: Onboard data 401B: Onboard position data 401C :ULD-ID 401D: Transport data 401E: Dolly ID 401F: Loading order data 500: Terminal A: Surface BP: Liftable platform C: Rotation axis D1: Dori D2: Dori D3: Dori D4: Dori D5: Dori D6: Dori EP: Working Platform MP: Liftable deck P1: Worker P2: Worker S: Lower slope

Claims

1. A means for detecting an orientation of the cargo on a cargo loader used for loading and unloading cargo on an aircraft; A controller; Equipped with The controller: When unloading the cargo, the orientation detected on the cargo loader is transmitted to a dolly having a rotation drive device that rotates the cargo so that all the cargo transferred from the cargo loader faces the same orientation; or When the cargo is unloaded, a rotation drive device provided on the cargo loader is controlled based on the orientation detected on the cargo loader to rotate the cargo so that all of the cargo transferred from the cargo loader to a dolly faces the same orientation, or When loading the cargo transferred from the dolly to the cargo loader, an orientation of the cargo, which is a one-side overhang container having a lower inclined surface on only one of both longitudinal sides, is detected on the cargo loader, and an ID for identifying the cargo is read from the cargo, the loading position of the cargo in the cargo hold of the aircraft is grasped by referring to loading data in which the loading position of the cargo is associated with the ID based on the ID, and a rotation drive device provided in the cargo loader is controlled based on the detected orientation and loading position, to rotate the cargo transferred from the dolly to the cargo loader so that the lower inclined surface of the cargo is oriented along the curved shape of the cargo hold of the aircraft when the cargo is loaded at the loading position in the cargo hold. Cargo loader.

2. The orientation of the cargo is detected by image recognition of an image of the cargo on the cargo loader. The cargo loader according to claim 1 .

3. The orientation of the cargo is detected by reading an IC tag or a code attached to the cargo on the cargo loader. The cargo loader according to claim 1 .

4. When unloading cargo from an aircraft, a rotation drive device provided on a dolly to which the cargo is transferred from the cargo loader is controlled based on the orientation of the cargo on the cargo loader used for loading and unloading the cargo, and the cargo is rotated so that all the cargo on the dolly faces the same direction, or When the cargo is unloaded, a rotation drive device provided on the cargo loader is controlled based on the orientation of the cargo on the cargo loader to rotate the cargo so that all the cargo transferred from the cargo loader to a dolly faces the same orientation, or When loading the cargo transferred from a dolly to the cargo loader, an orientation of the cargo, which is a one-sided overhang container having a lower inclined surface on only one of both longitudinal sides, is detected on the cargo loader, an ID for identifying the cargo is read from the cargo, the loading position of the cargo in the cargo hold of the aircraft is identified by referring to loading data in which the loading position of the cargo is associated with the ID based on the ID, and a rotation drive device provided in the cargo loader is controlled based on the detected orientation and loading position of the cargo, to rotate the cargo transferred from the dolly to the cargo loader so that the lower inclined surface of the cargo is oriented along the curved shape of the cargo hold of the aircraft when the cargo is loaded at the loading position in the cargo hold. controller.

5. When unloading cargo from an aircraft, a rotation drive device provided on a dolly to which the cargo is transferred from the cargo loader is controlled based on the orientation of the cargo on the cargo loader used for loading and unloading the cargo from the aircraft, and the cargo is rotated so that all the cargo on the dolly faces the same direction, or When the cargo is unloaded, a rotation drive device provided on the cargo loader is controlled based on the orientation of the cargo on the cargo loader to rotate the cargo so that all the cargo transferred from the cargo loader to a dolly faces the same orientation, or When loading the cargo transferred from a dolly to the cargo loader, an orientation of the cargo, which is a one-sided overhang container having a lower inclined surface on only one of both longitudinal sides, is detected on the cargo loader, an ID for identifying the cargo is read from the cargo, the loading position of the cargo in the cargo hold of the aircraft is identified by referring to loading data in which the loading position of the cargo is associated with the ID based on the ID, and a rotation drive device provided in the cargo loader is controlled based on the detected orientation and loading position of the cargo, to rotate the cargo transferred from the dolly to the cargo loader so that the lower inclined surface of the cargo is oriented along the curved shape of the cargo hold of the aircraft when the cargo is loaded at the loading position in the cargo hold. How the controller works.

6. detecting an orientation of the cargo on the cargo loader by a means for detecting an orientation of the cargo on the aircraft; The controller When the cargo is unloaded, a rotation drive device provided on a dolly to which the cargo is transferred from the cargo loader is controlled based on the detected orientation to rotate the cargo so that all the cargo on the dolly faces the same orientation, or When the cargo is unloaded, a rotation drive device provided on the cargo loader is controlled based on the detected orientation to rotate the cargo so that all the cargo transferred from the cargo loader to a dolly faces the same orientation, or When loading the cargo transferred from a dolly to the cargo loader, an orientation of the cargo, which is a one-side overhang container having a lower inclined surface on only one of both longitudinal sides, is detected on the cargo loader, an ID for identifying the cargo is read from the cargo, the loading position of the cargo in the cargo hold of the aircraft is identified by referring to loading data in which the loading position of the cargo is associated with the ID based on the ID, and a rotation drive device provided in the cargo loader is controlled based on the detected orientation and loading position, to rotate the cargo transferred from the dolly to the cargo loader so that the lower inclined surface of the cargo is oriented along the curved shape of the cargo hold of the aircraft when the cargo is loaded at the loading position in the cargo hold. The method includes:

7. Identifying the size of the cargo by a means for identifying the size of the cargo; The controller controls a lock drive device that operates a lock to fix the cargo at a position corresponding to the size of the cargo on a dolly to which the cargo is transferred from the cargo loader, based on the identified size of the cargo. The method according to claim 6.

8. A cooperative control method for a first controller provided in a cargo loader and a second controller provided in a dolly and capable of communicating with the first controller, comprising: the first controller identifies an orientation of the cargo on the cargo loader; The second controller controls a rotation drive device provided on the dolly based on the orientation of the cargo identified by the first controller to rotate the cargo transferred from the cargo loader to the dolly on the dolly so that all of the cargo on the dolly faces the same orientation. Cooperative control methods.

Images