Cargo conveyor unit

Abstract

The application refers to a cargo conveyor unit for conveying baggage or cargo, in particular in an airport and into an airplane. The unit comprises a chassis movable on the ground and a drivable cargo conveying assembly comprising telescopically arranged screw segments for linear transport between two ends and for adjusting the conveying length.

Description

[0001] CARGO CONVEYOR UNIT

[0002] TECHNICAL FIELD

[0003] The application relates to cargo conveyor unit, comprising a chassis for moving the cargo conveyor unit on ground, and a drivable cargo conveyor assembly for linear conveying baggage or cargo.

[0004] Reference is made to the earlier patent applications GB2412294.7 of 21 August 2024, EP25196305.4 of 16 August 2025, and EP25196884.8 of 20 August 2025, the priorities of which are herewith claimed, and the contents of which are herein incorporated by reference.

[0005] BACKGROUND ART

[0006] US9193459B2, US6517028B2, US4780043A, US4819782A, US9452901 B2 and US20160194165A1 suggest container systems to quickly load and unload airplanes. It adds a mechanism to the airplane which decreases efficiency and only works if both the departure airport and the arrival airport has the special high loader system. US20100145502A1 suggests automatically loading and unloading a baggage container. US5000646A suggests a robot truck inside the cargo hold to take baggage from the belt to a person for stacking. US9096317B2 suggests a permanently installed robot inside aircraft hold.

[0007] CN 204587872 U discloses a movable telescopic belt conveyor comprising a main conveyor unit, a telescopic conveyor section, a mobile chassis, and an adjustable support structure. The design allows for length extension and retraction, height adjustment, and movement of the entire conveyor to facilitate flexible loading and unloading operations.

[0008] US 20130118864 A1 discloses a conveyor apparatus for loading and unloading aircraft comprising a first conveyor from ground level to the cargo hold entrance and a telescopically extendable second conveyor for conveying items inside the hold. The second conveyor is made of pivotally connected segments with a single endless belt or chain, optional drive motors at one or both ends, and guiding conveyor flights, enabling adjustable routing within the cargo compartment. GB 2052419 A discloses a portable conveyor apparatus comprising a mobile frame, a main conveyor unit, and a hinged auxiliary conveyor section extendable at the discharge end. The auxiliary section can be pivoted and adjusted in height relative to the main conveyor to facilitate loading or unloading operations at varying heights and positions.

[0009] WO 2023144440 A1 discloses a cargo transfer system for moving cargo items between a cargo loader and an aircraft cargo hold, comprising a drive assembly, a telescoping conveyor assembly, and a support structure. The telescoping conveyor includes multiple segments movable relative to each other, with at least one segment having a rotatable support to align with different cargo hold positions.

[0010] CN 203714715 U discloses a mobile rotary telescopic belt conveyor consisting of a telescopic belt conveyor unit mounted on a chassis with a centering turntable, lifting mechanism, hydraulic system, and electric control system. It is equipped with steerable wheel assemblies, swing arms, and hydraulic outriggers, allowing rotation, tilting, and length adjustment of the belt for continuous material transfer in stockyards, loading, stacking, and ship loading.

[0011] None of the cited references disclose alignment means at each edge between the ends of the cargo belt for aligning the baggage or cargo to the cargo belt. The absence of such alignment means can result in baggage or cargo being positioned askew on the belt, increasing the risk of collisions with surrounding structures, falling off the belt during conveying, or requiring additional manual intervention to correct the load orientation.

[0012] Furthermore, all cited disclosures relate to belt conveyor systems, which have the disadvantage that the conveying length can only be varied by means of complex telescopic frame constructions, and the drive elements cannot be used both for length adjustment and for conveying.

[0013] PROBLEM STATEMENT

[0014] This application addresses the problem of efficiently and effectively conveying baggage or cargo in various transportation settings. This and other objects are solved by the subject matter of the independent claims. Further improvements are given by the dependent claims.

[0015] In a first aspect the application refers to elements of a cargo belt with retractable lead belt and belt compartment, various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described below.

[0016] The application provides solutions for adjusting the length of the cargo belt, aligning the baggage or cargo to the belt, automating the transfer of baggage or cargo, monitoring the state of the cargo conveyor unit, optimizing weight distribution inside a cargo compartment, and driving the cargo conveyor unit on the ground. Additionally, the application provides methods for conveying baggage or cargo into cargo compartments, installing nets to hold the baggage or cargo in place during transportation, and installing balloons on top of the baggage or cargo.

[0017] Embodiments of the application are associated with various advantages and / or technical effects.

[0018] For improving over the know cargo conveyor units, the application suggests that the cargo belt comprises a main belt and at least one lead belt protruding from the main belt to one of the ends of the cargo belt, and a belt compartment underneath the main belt wherein the at least one lead belt is at least predominantly storable into the belt compartment for adjusting the length of the cargo belt. The provision of a main belt with at least one retractable lead belt allows for adjustable length of the cargo belt, accommodating various cargo sizes and operational spaces. The belt compartment design for storing the lead belt enhances the compactness and safety of the unit when the extended length is not required, reducing potential tripping hazards and space usage.

[0019] The cargo conveyor unit provides the advantage of modularity, allowing for easy adjustment of the length of the cargo belt by storing the lead belt into the belt compartment. The unit offers the advantage of versatility, as it can accommodate different types of baggage or cargo due to the alignment means and tilted side belts for aligning and securing the items on the cargo belt.

[0020] In a development, at least one of the lead belts comprises a linear series of belt sections connected by pivoting joints. The linear series of belt sections connected by pivoting joints in the lead belt facilitates smooth extension and retraction, improving the operational efficiency of the cargo conveyor unit. The pivoting joints allow for better maneuverability and flexibility of the lead belt, enabling it to conform to irregular surfaces or navigate around obstacles. The modular design allows for easy maintenance and upgrades. Each belt section can be individually replaced or serviced, ensuring minimal downtime.

[0021] In a further development, the cargo conveyor unit has alignment means at each edge between the ends of the cargo belt for aligning the baggage or cargo to the cargo belt. Alignment means at each edge of the cargo belt ensure that baggage or cargo is consistently positioned, leading to a reduction in jams and misalignments during transport. The presence of alignment means enhances the precision of cargo placement on the belt, contributing to improved handling and throughput speed.

[0022] In a further development, the alignment means are tilted side belts running parallel to the cargo belt. Tilted side belts running parallel to the cargo belt provide additional guidance for baggage or cargo, ensuring that items remain securely on the conveyor during transit. The use of tilted side belts can help to centralize the load on the cargo belt, reducing wear and tear on the conveyor system and extending its operational lifespan.

[0023] In a further development, the cargo conveyor unit has a handling device at at least one of the ends of the cargo belt for automatic transfer of the baggage or cargo from or to the cargo belt. The inclusion of a handling device provides the advantage of automating the transfer of baggage or cargo, enhancing efficiency and reducing manual labor. The inclusion of a handling device at the end of the cargo belt enables automatic transfer of baggage or cargo, streamlining the loading and unloading process and reducing manual labor requirements. Automatic transfer through the handling device minimizes the risk of damage to the cargo or injury to workers, promoting a safer working environment and better protection of goods.

[0024] In a further development, the handling device comprises heads that are extendable from and retractable into the at least one of the ends of the cargo belt. The inclusion of extendable and retractable heads in the handling device enhances the versatility of the cargo conveyor unit, allowing for adaptable interfacing with various cargo types and sizes, thereby improving operational efficiency. The retractable nature of the heads contributes to a compact design when not in use, reducing the risk of damage during idle periods and facilitating easier storage and transportation of the unit.

[0025] In a further development, the cargo conveyor unit comprises at least one sensor or camera for monitoring the state of the cargo conveyor unit, the baggage or cargo and / or a cargo compartment at at least one of the ends of the cargo belt. The integration of sensors or cameras enables real-time monitoring of the cargo conveyor unit and its contents, which can lead to increased security and the prevention of cargo loss or theft. The unit's integration of sensors or cameras offers the advantage of monitoring the state of the cargo conveyor unit, baggage or cargo, and cargo compartments, ensuring safe and efficient operation. The ability to monitor the state of the cargo compartment ensures proper handling and can alert operators to potential issues such as overloading or improper loading, thus enhancing safety and reducing the risk of accidents.

[0026] In a further development, the cargo conveyor unit has a logic unit for receiving and / or distributing the baggage or cargo in particular for optimizing weight distribution inside a cargo compartment. The logic unit provides the advantage of optimizing weight distribution inside a cargo compartment, improving stability and safety during transportation. The logic unit's capability to optimize weight distribution inside a cargo compartment can lead to improved balance and stability of the vehicle or aircraft, resulting in safer and more fuel-efficient transportation. By automating the receiving and distribution process of baggage or cargo, the logic unit can significantly reduce manual labor requirements and minimize human error, leading to increased throughput and reliability.

[0027] In a further development, the cargo conveyor unit has a drive unit for driving the cargo conveyor unit on the ground and / or for linear driving the cargo belt between the two ends. The drive unit's ability to move the cargo conveyor unit on the ground independently eliminates the need for additional towing vehicles, reducing congestion on the tarmac and lowering operational costs. The linear driving feature of the cargo belt ensures smooth and controlled movement of cargo between the two ends, minimizing the risk of damage to the cargo and enhancing the precision of loading and unloading operations.

[0028] For improving over the know methods, the application suggests that the cargo belt comprises a main belt, and at least one lead belt protruding from the main belt to one end of the cargo belt, and a belt compartment underneath the main belt, wherein the at least one lead belt is at least predominantly storable into the belt compartment for adjusting the length of the cargo belt. The method according to the application can be executed using the cargo conveyor unit as mentioned supra, and is characterized by the same advantages.

[0029] In a further development of the method, the cargo origin and the cargo target are a cargo compartment at a luggage cart or inside an airplane or a baggage belt or a human cargo operator’s work area in particular in an airport. The method's flexibility in accommodating various cargo origins and targets, such as luggage carts, airplane compartments, baggage belts, or human operator areas, ensures seamless integration into existing airport logistics systems. By streamlining the transfer of cargo between different points within the airport environment, the method can significantly reduce transfer times and improve the overall efficiency of cargo handling operations.

[0030] In a further development, the main belt is inclined to span a height difference between the cargo origin and the cargo target. The inclination of the main belt to span a height difference facilitates the ergonomic loading and unloading of cargo, reducing the physical strain on workers and improving efficiency in cargo handling operations. The inclined belt design allows for the utilization of gravity to assist in the movement of cargo, potentially reducing the energy consumption and mechanical complexity required for cargo conveyance between different elevations.

[0031] In a further development, after conveying the baggage or cargo into the cargo compartment a net is installed inside the cargo compartment that holds the baggage or cargo in place, in particular during takeoff, flight and landing of the airplane. The installation of a net inside the cargo compartment ensures the secure retention of baggage or cargo, minimizing the risk of movement and potential damage during the critical phases of takeoff, flight, and landing. The use of a net for holding cargo in place enhances safety by preventing shifts in weight distribution within the cargo compartment, which could otherwise affect the stability and control of the airplane.

[0032] In a further development, the cargo compartment has a fan-shaped mechanism for installing the net. The fan-shaped mechanism for installing the net allows for quick and efficient securing of the cargo, reducing turnaround times and increasing the productivity of cargo operations. The fan-shaped design provides a scalable solution that can be adapted to various cargo compartment sizes and shapes, ensuring versatility and broad applicability of the method across different aircraft types.

[0033] In a further development, a balloon is installed and inflated on top of the baggage or cargo. The installation and inflation of a balloon on top of the baggage or cargo creates an additional protective layer that can absorb shocks and vibrations, further safeguarding the cargo during transit. The balloon serves as a space-filling structure that can prevent the movement of cargo, ensuring that even when the cargo compartment is not fully loaded, the cargo remains securely in place without the need for additional load securing measures.

[0034] The CargoCobra cargo conveyor unit is an advanced, fully automated solution designed to streamline the loading and unloading of aircraft baggage and cargo. This system features a conveyor belt with dual-axis pivoting joints to reach all corners of the cargo hold. Equipped with retractable loading and unloading heads at both ends, it ensures efficient handling of various baggage sizes and shapes. The system integrates a sophisticated vision system for real-time navigation and spatial recognition, enabling precise identification, picking, and placing of baggage.

[0035] DEFINITIONS

[0036] The terms "cargo conveyor unit" and “cargocobra” are understood in the present context to refer to a cargo conveyor unit, which is used for moving baggage or cargo, which is storable into a cargo compartment of the cargo conveyor unit.

[0037] A "chassis" designates the frame of the cargo conveyor unit, which is usually made of metal.

[0038] The "ground" designates the ground surface on which the cargo conveyor unit is moving.

[0039] A "cargo belt" designates a belt for conveying baggage or cargo, which is movable over a length of the cargo belt between two ends of the cargo belt.

[0040] The term "baggage" is understood in the context of the present patent application to refer to any kind of cargo, such as personal or semi-personal items.

[0041] The term "cargo" is understood in the context of the present application to refer to any kind of cargo, such as personal or commercial goods.

[0042] The term "baggage" is understood in particular to refer to personal or business luggage, such as handbags, receptacles and the like.

[0043] A "length of the cargo belt" designates the distance between the two ends of the cargo belt.

[0044] An "end of the cargo belt" designates the end of the cargo belt that is connected to the chassis.

[0045] A "main belt" designates a central section of the cargo belt, typically mounted to the chassis. A "lead belt", “belty”, “beltie”, “beltie system” or “belty unit” designates a belt section that is storable into the belt compartment for adjusting the length of the cargo belt.

[0046] A "belt compartment" or "storage compartment" designates a compartment in which the at least one lead belt is storable.

[0047] A "linear series" designates a series of belt sections that are connected by pivoting joints.

[0048] A "belt section" designates a belt section of the at least one lead belt (9) or the main belt (8).

[0049] A "short conveyor belt" designates a belt that is shorter than the length of the cargo belt.

[0050] A "joint" designates a pivotable connection between two parts.

[0051] A "pivoting joint" designates a joint that allows the parts to pivot relative to each other around a pivot axis.

[0052] An "adjustment mechanism" designates the mechanism that adjusts the width of the cargo belt.

[0053] An "edge of the cargo belt" designates the edge of the cargo belt that is connected to the chassis.

[0054] A "side belt" designates a belt that is arranged on the edge of the cargo belt.

[0055] An "adjustable belt" designates a belt that can be adjusted in position.

[0056] A " tilted side belt" designates a belt that is tilted perpendicular to the direction of the belt travel.

[0057] A "handling device" designates a device for handling baggage or cargo.

[0058] A "head" designates a device that is used to transfer baggage or cargo from or to the cargo belt.

[0059] A "monitoring unit" designates an entirety of means for monitoring and surveying. A "sensor" designates a sensor that is able to detect the presence, position, size, and / or weight of a baggage or cargo on the cargo belt.

[0060] A "camera" designates a camera, a video camera, or a video camcorder.

[0061] A "cargo compartment" or “cargo hold” designates a compartment for stowing the cargo belt.

[0062] A "logic unit" designates a computer, a microprocessor, a microcontroller, a microcomputer, a microprocessor unit, a microcomputer unit, a computer unit.

[0063] A "drive unit" designates the drive motor, the drive shaft, the drive belt, the drive pulley, the drive wheel, the drive wheel rim, the drive wheel hub.

[0064] A "cargo origin" designates an origin of baggage or cargo that is to be moved by the cargo conveyor unit.

[0065] A "cargo target" designates a target of the baggage or cargo that is to be moved by the cargo conveyor unit.

[0066] A "luggage cart" designates a luggage cart that is used to transport luggage or other items.

[0067] A "carriage" designates a vehicle, a trailer, a container, a train, a bus, a truck, a car, a motorcycle.

[0068] An "airplane" designates any type of aircraft, including but not limited to airplanes, helicopters, and other types of aircraft.

[0069] In further aspects that refer to elements of the extendable screw mechanism various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0070] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly. The cargo conveying assembly may comprise at least one cargo conveying mechanism, which can include at least an outer screw segment and an inner core screw segment. These screw segments may be telescopically arranged and axially movable relative to each other, such that an axial movement can result in an adjustment of the conveying length. The axial movement may be achieved through relative rotation between the screw segments, which have the same thread pitch. When both screw segments rotate simultaneously, for example, without relative rotation between them, the conveying mechanism can linearly transport the baggage or cargo along the conveying length.

[0071] In particular, the baggage or cargo is supported on the surface of the screw segment(s), the screw segment(s) thereby forming, at least in part, the conveying surface of the cargo conveying assembly.

[0072] The use of telescopically arranged screw segments - specifically an outer screw segment and an inner core screw segment - allows for continuous and precise adjustment of the conveying length. This enables the system to dynamically adapt to different loading environments, such as varying distances between the unit and the cargo to be unloaded inside an aircraft, the hold of an aircraft, or a loading platform. It avoids the need for manual repositioning or fixed-length conveyors, which improves operational efficiency.

[0073] Further, the ability to achieve axial extension or retraction via relative rotation between the screw segments - while using matching thread pitch - provides a mechanically simple and reliable method for adjusting the system length without requiring complex linkage mechanisms or external guidance tracks.

[0074] Additionally, when both screw segments are rotated simultaneously, the mechanism enables a translational conveying motion of baggage or cargo along the conveying length. This dual functionality (telescoping and conveying) based on controlled rotational inputs allows for space-saving integration of both movement types into a single mechanism. The nested configuration of the screw segments results in a compact structural design that minimizes the installation footprint while still allowing for considerable extension. This is particularly advantageous in confined operational spaces.

[0075] Compared with conventional systems, this design integrates conveyance and telescoping in one mechanism without separate belt and frame subsystems, avoids belt take-up cassettes or overlap zones, handles both soft and rigid items with the same roller geometry, allows modular width adjustment by adding or removing assemblies, and reduces maintenance requirements through the use of sealed bearings and the elimination of belt tracking issues.

[0076] In the context of the present application, the term chassis may refer to a structural framework configured to support the functional components of the cargo conveyor unit and to enable movement of the unit on ground. The chassis may comprise a rigid base frame with ground-contacting elements such as wheels, rollers, or tracks, and may further include height-adjustable supports or stabilizers for positioning the cargo conveying assembly relative to a loading environment. Such movement on ground may be performed manually or by powered drive elements integrated into the chassis.

[0077] A drivable cargo conveying assembly may be a transport mechanism designed to move baggage or cargo in a controlled manner along a predetermined path, typically between a loading end and an unloading end. It may incorporate at least one powered drive element - such as an electric motor, hydraulic actuator, or equivalent - that imparts motion to the conveying surface or elements. The design may employ screws, belts, rollers, chains, or similar structures to support and advance the cargo, and can be configured for continuous or intermittent operation depending on the application requirements.

[0078] The two ends of the conveying assembly may define the opposite terminal sections between which the cargo is transported. One end may serve as a loading end for receiving baggage or cargo from an external source, while the other functions as an unloading end for delivering the cargo to its destination, such as into an aircraft cargo hold or onto another conveying system. In certain embodiments, one or both ends may be equipped with auxiliary handling devices, guides, or positioning elements to facilitate accurate alignment and secure transfer of the cargo.

[0079] As already mentioned, the cargo conveying assembly comprises at least one cargo conveying mechanism, which in a general sense may encompass any arrangement of structural and functional elements capable of supporting and advancing cargo between the two ends of the assembly under controlled drive input.

[0080] For example, the cargo conveying mechanism may comprise at least an outer screw segment and an inner core screw segment, telescopically arranged and axially movable relative to each other, such that axial movement results in an adjustment of the conveying length.

[0081] In this context, the term outer screw segment may refer to a tubular or otherwise hollow screw-shaped element that at least partially surrounds another screw segment, such as the inner core screw segment, and which forms part of the conveying surface and drive geometry.

[0082] The term inner core screw segment may refer to a screw-shaped element positioned concentrically or coaxially within the outer screw segment, configured to interact mechanically with it for both conveying and telescoping functions.

[0083] The expression telescopically arranged denotes a configuration in which the screw segments are nested in an axially overlapping manner, such that one segment can extend or retract relative to the other while maintaining alignment.

[0084] The phrase axially movable relative to each other indicates that the screw segments are displaceable along their common longitudinal axis, independent of rotational movement. In this arrangement, axial movement results in an adjustment of the conveying length means that the relative displacement between the screw segments directly changes the total effective length of the cargo conveying assembly, thereby allowing adaptation to different operational distances between loading and unloading positions. The outer and / or inner core screw segment may be provided with a surface geometry configured to directly support and carry the cargo during conveying. In such embodiments, the crest or flank regions of the screw thread form at least part of the conveying surface, such that the cargo rests on these surfaces and is advanced along the conveying length as the screw segments rotate.

[0085] Both, the outer screw segment and the inner core screw segment may be formed with threads of identical pitch, such that a rotation of one segment relative to the other causes the thread flanks to engage in a manner that produces a linear displacement along the common longitudinal axis. Because the thread pitch is the same for both segments, this relative rotation leads to smooth and predictable axial extension or retraction without generating binding or differential movement between the threads. This configuration enables precise control of the conveying length through controlled rotational input, while maintaining continuous support of the cargo along the engaged thread surfaces.

[0086] The outer screw segment and the inner core screw segment may be set into rotation, the thread geometries cooperate to advance the cargo along the conveying length. Depending on the relative rotational speeds and directions, this can occur in different modes: in one mode, the screw segments may rotate at the same speed and in the same direction, thereby conveying the cargo without changing the overall length of the mechanism; in another mode, the screw segments may rotate at different speeds, resulting in simultaneous conveying and axial extension or retraction of the mechanism. In a further mode, the screw segments may rotate in opposite directions, producing axial extension or retraction of the mechanism without conveying cargo.

[0087] In this respect, the cargo conveying assembly may comprise a first actuator and a second actuator, each operatively coupled to one of the screw segments, wherein each actuator is configured to operate a drive and / or a brake for the respective screw segment. Such a configuration allows flexible control strategies, as either screw segment can be selectively driven, held stationary, or subjected to a controlled slip condition, enabling precise adjustment of the conveying operation and adaptation to varying load conditions or operational requirements.

[0088] In the present context, an actuator may be understood as a device capable of producing a controlled mechanical output in rotational or linear form, for example by means of an electric motor, hydraulic or pneumatic cylinder, piezoelectric element, or other actuator technology, to actuate a component of the cargo conveying mechanism.

[0089] The term drive may refer to the functional arrangement by which the actuator transmits its output to the associated screw segment, such as through a direct coupling, gear train, belt, chain, or equivalent transmission means.

[0090] The term brake may denote a device or functional mode that resists or halts motion of the screw segment, for example by applying a holding torque, generating friction, or using electromagnetic, hydraulic, or pneumatic resistance.

[0091] In certain embodiments, the actuator may be designed to operate selectively in a drive mode or a brake mode, thereby combining both functions in a single multifunctional unit.

[0092] In this context, the brake or lock may be implemented, for example, as a controllable rod lock capable of applying a selectable slip torque or of being pulsed on and off to permit simultaneous conveying and slow telescoping. The slip torque may be set to a value that allows the screw segment to resist rotation under normal conveying loads while still permitting gradual axial displacement when additional drive force is applied. Pulsed operation enables rapid alternation between engaged and disengaged states, allowing incremental axial movement without fully releasing the braking function and thereby maintaining positional stability while regulating telescoping speed under varying operational conditions.

[0093] When a brake is applied to immobilise a screw segment, the segment may be supported against the reaction torque generated by the rotation of the other screw segment. This reaction support may be achieved by mechanically coupling the braked screw segment to a non-rotating structural element of the chassis or carrier, by locking it to a rigid frame portion of the cargo conveying assembly, or by linking it via an adapter to another cargo conveying mechanism. In such arrangements, the brake cooperates with the fixed or coupled counterpart to ensure that the braked screw segment truly remains immobile, allowing the relative rotation between the segments to produce controlled axial extension or retraction of the telescopic assembly.

[0094] In an example embodiment, the first actuator may operate a first drive and the second actuator may operate a second drive. Such a configuration allows each screw segment to be driven independently, enabling precise control over both conveying and telescoping functions. By selectively coordinating the operation of the first and second drives - whether running in the same direction, in opposite directions, at identical speeds, or at different speeds - the conveying unit can switch between pure conveying, pure telescoping, or a combination of both. This independent drive control also permits adaptation to varying load conditions, optimized positioning, and the execution of complex motion profiles without the need for additional mechanical coupling mechanisms.

[0095] For instance, when the first and second drives operate at different rotational speeds, the screw segments rotate relative to one another while concurrently transporting baggage or cargo along the conveying length, thereby allowing simultaneous adjustment of the conveying length and movement of the cargo.

[0096] Moreover, the cargo conveying mechanism may comprises an intermediate screw segment, positioned between the outer screw segment and the inner core screw segment, and rotatable relative to both.

[0097] The provision of an intermediate screw segment between the outer screw segment and the inner core screw segment enables an increased range of axial adjustment without requiring excessively long individual screw elements. This arrangement allows the conveying length to be extended or retracted in smaller increments, thereby improving adaptability to different loading positions. It also facilitates smoother telescoping movement by distributing mechanical engagement forces over multiple interfaces, reducing wear and improving operational stability. In this context, the intermediate screw segment is part of the telescopic assembly and interacts mechanically with both the outer screw segment and the inner core screw segment. It is rotatable relative to each of these segments, allowing relative axial displacement to be generated at more than one interface. This multi-stage telescoping arrangement can be used to achieve a greater total extension within a compact retracted configuration, which is particularly advantageous where installation space is limited.

[0098] For example, in one embodiment, the intermediate screw segment may have a thread pitch identical to that of the outer and inner screw segments. When the outer screw segment is held stationary and the intermediate screw segment is rotated relative to it, the intermediate segment moves axially with respect to the outer segment. Likewise, when the inner core screw segment is rotated relative to the intermediate segment, an additional axial displacement is generated. By appropriately coordinating the rotational speeds and directions of the respective drives, the total conveying length can be adjusted with high precision while simultaneously transporting baggage or cargo along the conveying assembly.

[0099] In a further example embodiment, the at least one cargo conveying mechanism may comprise a plurality of intermediate screw segments arranged between the outer screw segment and the inner core screw segment. The plurality of intermediate screw segments may be telescopically nested within each other. Each of the intermediate screw segments may be configured to be rotatable relative to its adjacent screw segments as well as to the outer and inner core screw segments. Sequential relative rotation between adjacent screw segments may cause an axial extension or retraction of the conveying mechanism. In this way, the total conveying length can be varied over a defined range.

[0100] The use of more than one intermediate screw segment allows a greater overall extension range of the cargo conveying mechanism while maintaining a compact retracted length. This multi-stage arrangement enables finer adjustment steps and improved adaptability to a broader range of operational distances. Load distribution across multiple threaded interfaces also reduces local mechanical stress and wear, contributing to smoother operation and longer service life.

[0101] In this variant, each additional intermediate screw segment functions as an extra telescopic stage, with axial displacement being generated sequentially along the nested structure. The progressive movement achieved by multiple stages allows the conveying mechanism to extend further than a single intermediate segment could, without requiring longer individual components.

[0102] A plurality of intermediate screw segments may refer to two or more threaded elements arranged between the outer screw segment and the inner core screw segment.

[0103] Telescopically nested may denote that these segments are concentrically aligned and partially received within each other, enabling extension and retraction along a common axis.

[0104] Sequential relative rotation may mean that each stage is driven or allowed to rotate relative to its neighbor in a controlled sequence, resulting in stepwise axial movement.

[0105] For example, in one embodiment, two intermediate screw segments may be arranged between the outer screw segment and the inner core screw segment. When the outer segment is held, rotation of the first intermediate segment produces an initial extension. Rotation of the second intermediate segment relative to the first then produces a further extension. By reversing this sequence, the assembly retracts. Coordinated control of the drive units allows smooth transitions between positions and the ability to adjust the conveying length with high precision.

[0106] The cargo conveying mechanism or the cargo conveying assembly may have a total length, in the fully extended state, in a range from 1 .5 m to 10 m, preferably from 2 m to 7 m, and in particular about 3 m.

[0107] The cargo conveying mechanism or the cargo conveying assembly may have a total length, in the fully retracted state, in a range from 0.2 m to 1 .5 m, preferably from 0.5 m to 1.2 m, and in particular about 1 m, when configured in a compact, non-operational or transport mode. In this state, the screw segments are telescopically nested to minimise the overall footprint, allowing the unit to be stored, transported, or positioned without obstructing adjacent equipment or structures.

[0108] In a further embodiment, the first and second drives may be arranged at the same end of the conveying assembly. In this configuration, the inner core screw segment and the outer screw segment are axially fixed relative to each other and to said end, with the outer screw segment continuously surrounding the inner core screw segment during operation. The intermediate screw segments are axially displaceable and form two nested telescopic mechanisms which are coupled to one another, thereby enabling controlled extension and retraction of the conveying assembly while maintaining concentric alignment of all screw segments.

[0109] Arranging the first and second drives at the same end of the conveying assembly reduces the need for electrical or mechanical power transmission to the opposite end, thereby simplifying the design, lowering manufacturing and maintenance costs, and improving operational reliability.

[0110] In this configuration, the main drive components are consolidated at one end of the cargo conveying assembly. This allows the power input to be controlled and synchronised from a single location, while the intermediate screw segments act as interconnected telescopic stages. By being axially displaceable yet mechanically coupled, these segments extend and retract in a coordinated manner, ensuring smooth length adjustment without compromising load-carrying capability.

[0111] This embodiment is characterised in particular by comprising two coupled nested telescopic mechanisms. In this context, the term may refer to two interdependent telescopic assemblies that are arranged concentrically and operate along a common longitudinal axis. Each telescopic assembly may comprise multiple telescopically interengaging segments which are capable of changing their length by relative axial displacement. In the present embodiment, a first telescopic assembly may be formed by an outer screw segment group, comprising the outer screw segment together with a first set of intermediate segments, while a second telescopic assembly may be formed by an inner screw segment group, comprising the inner core screw segment together with a second set of intermediate segments.

[0112] In other words, one of the telescopic assemblies is arranged on the inside and extends outward from the inner core screw segment, while the other telescopic assembly is arranged on the outside and extends outward from the outer screw segment. The two telescopic assemblies are functionally coupled by at least one intermediate screw segment such that an intermediate segment belonging to the outer assembly is in operative engagement with an intermediate segment of the inner assembly.

[0113] Generally, roller bearings, particularly low-profile roller cages, can be arranged between the screw segments. One advantageous aspect of providing roller bearings, and in particular low-profile roller cages, between the screw segments lies in the reduction of friction and wear during relative rotation and axial displacement. This results in smoother operation, lower actuation forces, improved energy efficiency, and extended service life of the cargo conveying mechanism.

[0114] From a functional perspective, roller bearings serve to maintain precise concentric alignment between the screw segments while permitting their controlled movement. By minimizing surface contact and replacing sliding friction with rolling friction, they allow the conveying assembly to operate reliably under varying load and environmental conditions. Low-profile roller cages, in particular, are advantageous in applications where installation space is limited, as they combine adequate load-carrying capability with minimal radial thickness.

[0115] In this regard, the screw segments may comprise thread flanks having three surfaces, including two lateral flank surfaces and one crest surface, wherein the roller bearings, in particular low-profile roller cages, may be arranged on the lateral flank surfaces of the thread flanks to enable low-friction relative rotation between adjacent screw segments. The thread flank can be defined as the surface between the root and crest of a thread that forms the inclined plane guiding the mating thread during relative motion. In this context, each thread flank may have three distinct surfaces: two lateral flank surfaces and one crest surface. The lateral flank surfaces are essentially the inclined sides of the thread profile, while the crest surface constitutes the topmost surface connecting the flanks. By placing roller bearings on the lateral flanks, the rolling elements engage directly with the load-bearing inclined planes, which results in improved contact geometry and reduced sliding friction.

[0116] In an example embodiment, the cargo conveying assembly may comprise a plurality of cargo conveying mechanisms that are arranged in parallel to one another. A configuration in which the cargo conveying assembly includes a plurality of cargo conveying mechanisms arranged in parallel offers several notable technical advantages.

[0117] Firstly, it enables the simultaneous handling of larger or heavier cargo loads by distributing the weight and driving forces over multiple mechanisms, thereby reducing the mechanical stress on each individual unit.

[0118] Secondly, it improves operational stability and alignment, as the parallel arrangement counteracts torsional forces and bending moments that may arise during loading and unloading.

[0119] Thirdly, it allows for redundancy in case one conveying mechanism is temporarily out of service, maintaining partial functionality and reducing downtime.

[0120] In the context of the present disclosure, parallel arrangement may refer to an orientation in which the longitudinal axes of the individual cargo conveying mechanisms extend in the same general direction and are spaced laterally apart from each other, maintaining consistent spacing over their full operational length. At a higher level of abstraction, this can be understood as a modular and scalable conveying architecture in which individual screw-based conveying modules are integrated into a common support structure. At a more specific level, the mechanisms may be mounted side by side within a frame or chassis such that they operate in a coordinated manner, driven by independent or synchronized actuators.

[0121] By way of example, in one embodiment, two identical proposed conveying mechanisms are mounted in parallel within the cargo conveying assembly. Each mechanism comprises an outer screw segment, an inner core screw segment, and at least one intermediate screw segment, all configured for telescopic extension and retraction. The mechanisms are driven in opposite rotational directions to ensure that conveyed cargo is transported along the same linear path without lateral displacement. This parallel arrangement not only increases the total conveying capacity but also provides balanced load support across the width of the assembly, which is particularly advantageous when loading or unloading cargo from wide access openings, such as aircraft cargo doors or large freight containers.

[0122] In certain embodiments, the cargo conveying assembly may comprise alignment means arranged at each edge between the ends of the cargo conveying assembly, for aligning the baggage or cargo with the cargo conveying assembly. Incorporating alignment means at each edge between the ends of the cargo conveying assembly provides the significant benefit of guiding baggage or cargo into a correct and stable position relative to the conveying surface, thereby ensuring reliable transfer without snagging, misalignment, or lateral displacement.

[0123] This results in smoother conveying operations, reduced risk of cargo damage, and improved throughput efficiency, particularly in high-volume loading and unloading scenarios.

[0124] Additionally, by reducing the likelihood of cargo becoming skewed or jammed, the operational life of the conveying mechanism can be extended through decreased mechanical stress.

[0125] In the present context, alignment means may be understood in a broad sense as any structural or functional arrangement designed to maintain or correct the orientation of an item relative to the conveying path. This may include, for example, passive guiding features, such as fixed rails, channels, or low-friction walls, as well as active elements such as sensor-actuated positioning rollers or powered side guides. The alignment means may further be configured as elongated, low-profile guide rails mounted along the lateral edges of the cargo conveying assembly, extending between the inlet and outlet ends. These guide rails may incorporate resilient or adjustable contact surfaces to accommodate varying cargo dimensions while maintaining central alignment over the full conveying stroke.

[0126] In the present context, the term edge may be to be understood as the longitudinal boundary region of the cargo conveying assembly, extending along the side of the conveying path between the inlet end and the outlet end. This edge may be defined by the outermost lateral surface of the structure supporting the conveying mechanism, which can include frame elements, housing portions, or protective covers.

[0127] The edge may serve as a physical reference line for positioning alignment means, ensuring that such elements are consistently located relative to the active conveying surface.

[0128] In certain embodiments, the edge may also incorporate recesses, fastening interfaces, or guide profiles to accommodate the secure attachment of alignment devices while preserving the overall compactness of the assembly.

[0129] An alternative configuration provides that the alignment means are implemented not merely as passive guiding structures but as an additional, functional conveying mechanism arranged in parallel to and vertically offset from the primary cargo conveying mechanism.

[0130] In another words, the alignment means may comprise a further cargo conveying mechanism arranged parallel to and vertically offset from the at least one cargo conveying mechanism. This arrangement can simultaneously perform lateral alignment and active transport of cargo, thereby reducing the risk of skewing or jamming during conveying.

[0131] The vertical offset allows the auxiliary mechanism to exert a stabilizing influence on items of varying height without interfering with the primary conveying path.

[0132] Moreover, the redundancy of having two independent conveying mechanisms can increase conveying assembly’s reliability and throughput, particularly when handling irregularly shaped baggage or cargo.

[0133] Instead of fixed rails or guides, the offset conveyor engages with the side or lower portion of the cargo, synchronizing its motion with the primary conveyor to maintain a parallel and cantered travel path. The offset may be constant or adjustable, depending on the desired engagement point on the cargo item.

[0134] The term vertically offset may refer to a displacement in the height direction relative to the primary conveying surface, such that the secondary conveyor operates at a different vertical plane.

[0135] The term parallel in this context may denote that the longitudinal axis of the secondary conveyor follows the essentially same directional path as the primary conveyor, ensuring consistent cargo guidance along the entire conveying length.

[0136] In the present context, the term “further” may be understood as additional in the sense of being provided in addition to the primary or main cargo conveying mechanism. The primary cargo conveying mechanism may refer to the at least one mechanism whose principal function is to transport baggage or cargo along the conveying length between the ends of the cargo conveying assembly.

[0137] By contrast, a further cargo conveying mechanism may be a separate, supplementary mechanism that is not necessarily intended to perform the primary conveying function, but instead may serve an auxiliary purpose such as aligning, guiding, or stabilising the items being conveyed. In the embodiment described herein, the further cargo conveying mechanism is arranged parallel to and vertically offset from the primary mechanism so that, during operation, it can cooperate with the primary conveyor to maintain a desired lateral position or orientation of the cargo, thereby preventing misalignment or displacement from the conveying path.

[0138] For example, in one implementation, the primary cargo conveying mechanism may be positioned centrally within the conveying assembly and configured to bear the full transport load, while the further mechanism, located at an offset height alongside it, applies a lateral guiding force or provides a secondary support surface to keep items correctly oriented.

[0139] In certain embodiments, the screw segments may comprise thread flanks, each thread flank having three surfaces, including two lateral flank surfaces and one crest surface. Roller bearings may be arranged on the crest surface of the thread flanks, in particular at an angle of approximately 45° relative to the axis of the respective screw segment. Such an arrangement can enable a controlled interaction between adjacent screw segments, such that rotation of the screw segments may cause a tangential transport motion of the baggage or cargo along the conveying direction. This configuration can facilitate both efficient axial displacement and smooth transport motion, while potentially reducing friction and mechanical wear.

[0140] This embodiment can provide a significant improvement in the versatility and adaptability of the conveying assembly. By arranging roller bearings, particularly at an inclined orientation, on the crest surfaces of the thread flanks, it becomes possible to impart a tangential transport motion to baggage or cargo in addition to any axial displacement of the screw segments. This can allow items to be advanced linearly along the conveying direction even when their shape, stiffness, or surface characteristics might otherwise limit transport via direct screw engagement. The configuration can also accommodate mixed cargo streams, including both hard-surfaced and soft or deformable items, without requiring continuous manual alignment.

[0141] In this context, the inclined roller bearings function in a manner analogous to the angled rollers of omnidirectional or so-called “mecanum” wheels, which convert rotational input into a combination of axial and lateral motion. The crest-surface mounting ensures that the rollers engage with the conveyed item at points elevated from the flanks, thus reducing contact friction and allowing a sliding or rolling action rather than rigid mechanical pushing by the thread surface alone. For deformable cargo portions, such as soft packaging or textiles, the item may locally deform into the interspaces between adjacent thread flanks, allowing for secure engagement without excessive compression. Conversely, larger or rigid items that cannot enter these interspaces may still be driven forward due to the roller’s tangential pushing effect.

[0142] For example, in one specific embodiment, each screw segment of the conveying mechanism may be equipped with a continuous helical crest surface bearing a series of embedded, freely rotating rollers oriented at 45° to the screw axis. In operation, when the screw segments rotate to produce axial displacement of intermediate segments, these rollers may simultaneously engage the cargo and drive it forward along the conveying length. A soft duffle bag may partially settle into the flank interspaces, achieving a secure grip, while a rigid suitcase may ride atop the rollers and still be conveyed effectively without becoming wedged between the flanks.

[0143] The cargo conveyor unit may further comprise a rotatable end effector arranged at an end of the cargo conveying assembly. The end effector may include one or more suction cups for gripping luggage or cargo. The end effector may be configured to rotate about at least one axis, thereby enabling proper alignment of the gripped items. Such rotation can further allow gentle placement of the luggage or cargo during loading or unloading operations.

[0144] This arrangement can enhance operational flexibility, as the end effector is capable of adjusting the orientation of the item to match the geometry or position of the target location, such as the interior of an aircraft hold or a loading bay. Furthermore, the use of suction cups provides a gentle gripping action, which can be particularly advantageous for handling fragile, smooth-surfaced, or irregularly shaped items without causing surface deformation or abrasion. The rotatable end effector may be understood as a manipulator interface that is integrated into the cargo conveying assembly and configured to impart rotational degrees of freedom to the load at the terminal point of the conveying path. This functionality can be implemented using one or more rotary joints, rotary actuators, or equivalent mechanisms, enabling rotation about a single axis or multiple axes depending on operational requirements.

[0145] In a more specific interpretation, the term rotatable may refer to the capability of the end effector to rotate continuously or over a limited angular range about a fixed or variable axis, while end effector designates the component directly responsible for contacting and manipulating the load.

[0146] In certain embodiments, the rotation of the end effector may alternatively or additionally be effected passively by differential telescopic adjustment of two or more parallel cargo conveying mechanisms forming part of the cargo conveying assembly. In such a configuration, a relative change in length between the parallel mechanisms produces a controlled angular displacement of the mounting structure at the distal end, thereby causing the end effector to pivot without requiring a dedicated rotary actuator at that location. This approach enables precise angular positioning of the end effector with reduced mass, complexity, and component count at the distal end, while maintaining the ability to handle and orient items accurately in confined loading environments.

[0147] In a more detailed example, two parallel screw-based conveying mechanisms may each be independently extendable and retractable. By extending one mechanism slightly more than the other, the distal mounting point of the end effector is tilted about a horizontal or vertical axis, thereby changing its angular orientation. Such control may be implemented via coordinated actuation of the respective drive units, allowing fine angular adjustment during or between conveying operations without interrupting the transport of cargo.

[0148] The term “suction cup” may refer to a vacuum-based gripping element, which may operate in a passive mode (utilizing pre-evacuated chambers or simple mechanical deflection for temporary adhesion) or in an active mode (connected to a powered vacuum generation system that maintains a negative pressure during handling). Active systems can be electronically controlled to modulate suction force, enabling secure handling of heavy items while also allowing gentle release.

[0149] The cargo conveyor unit may comprise an external belt loader portion coupled to the cargo conveying assembly. The belt loader portion may be mounted on the chassis and may provide an elevated belt surface starting from ground level. The cargo conveying assembly and the belt loader portion may together enable a continuous and height-adapted transfer of baggage or cargo into the aircraft by dynamically adjusting the conveying length. The same arrangement may also be used in reverse for unloading, wherein the cargo conveying assembly can be extended from the belt loader portion into the cargo hold to retrieve baggage or cargo and guide it outward toward the belt loader portion, which then transfers the items down to ground level. This bidirectional capability allows the conveyor unit to be employed both for loading items into the aircraft and for leading them out of the hold in a controlled and ergonomic manner, without requiring manual lifting or repositioning of the unit.

[0150] This embodiment can provide significant operational advantages in ground handling environments, particularly in facilitating efficient and ergonomic transfer of baggage or cargo between ground level and the aircraft. By coupling the external belt loader portion to the cargo conveying assembly, it becomes possible to create a continuous conveying path that compensates for height differences between the loading point at ground level and the cargo door of the aircraft. This can reduce manual handling requirements, improve loading speed, and lower the risk of damage to sensitive cargo.

[0151] In the present context, the term external belt loader portion may refer to a conveyor belt structure located upstream of the telescopically extendable cargo conveying assembly, typically mounted on the chassis of the cargo conveyor unit. It may provide an elevated belt surface starting from ground level, enabling cargo to be placed onto the conveyor assembly during loading operations or received from the conveyor assembly during unloading operations. In the latter case, the cargo conveying assembly may be extended into the cargo hold to retrieve items and guide them outward toward the belt loader portion, which then transfers the items from the elevated interface down to ground level.

[0152] The coupling between cargo conveying assembly and the belt loader portion may be configured so that the conveying surfaces align and operate at coordinated speeds, preventing jamming, misalignment, or excessive acceleration of cargo.

[0153] From a functional perspective, this configuration allows the belt loader portion to lift and position cargo to the required aircraft door height, while the cargo conveying assembly can be extended further into the aircraft interior to reach different areas within the hold. During loading operations, items may be conveyed along the belt loader portion to the elevated interface, from where the cargo conveying assembly transports them inside the hold to the desired stowage position. During unloading operations, the conveying direction may be reversed, with items retrieved from the hold by the cargo conveying assembly and transferred onto the belt loader portion for delivery down to ground level.

[0154] By way of example, the external belt loader portion may provide an elevated belt surface aligned with the lower edge of an aircraft cargo door positioned at a height of 1 .5 - 3 meters above ground, while the cargo conveying assembly extends up to several meters inside the aircraft to reach cargo positioned deep within the hold. This arrangement allows for continuous, height-adapted, and direction-reversible transfer of baggage or cargo between ground level and various positions inside the aircraft hold, with minimal physical handling and improved safety for ground personnel.

[0155] The cargo conveying assembly may be mounted on a rotatable carrier coupled to the belt loader portion, wherein the carrier configured to rotate about a vertical or horizontal axis, such that the cargo conveying assembly can pivot toward a cargo door opening and extend into the interior of a cargo hold.

[0156] This embodiment allows the cargo conveying assembly, once extended into the aircraft through the cargo door, to be re-oriented inside the cargo hold by means of a rotatable carrier. In this way, the conveying assembly can be pivoted toward different stowage areas within the hold without retracting and repositioning the entire unit outside the aircraft. This can significantly reduce repositioning time, increase loading and unloading efficiency, and minimize interference with other ground handling equipment.

[0157] In the present context, the term rotatable carrier may refer to a support structure arranged at the interface between the belt loader portion and the cargo conveying assembly, configured to allow rotation of the conveying assembly about at least one axis when positioned inside the aircraft. The rotation may be driven by a powered actuator or manually assisted mechanism, and can be lockable in a selected angular position to ensure stability during conveying operations.

[0158] The pivoting movement may be about a vertical axis, enabling the distal end of the cargo conveying assembly to sweep laterally toward cargo positioned to the left or right of the cargo door opening. Alternatively or additionally, rotation about a horizontal axis may be provided to allow vertical adjustment within the hold, for example when approaching cargo stored at different deck heights or on inclined hold floors.

[0159] The cargo conveying assembly may be mounted on a rotatable carrier arranged at a first end of the assembly, the carrier being configured to mechanically couple the cargo conveying assembly to the belt loader portion. The belt loader portion, together with the carrier and the attached cargo conveying assembly, may be brought into position in front of a cargo door opening. Once positioned, the carrier can be rotated about a vertical and / or horizontal axis so that the cargo conveying assembly is aligned in the desired direction for extension into the cargo hold.

[0160] This embodiment allows the belt loader portion and the carrier to be jointly positioned as a single unit relative to the aircraft, while the carrier provides the capability to re-orient the cargo conveying assembly inside the cargo hold without having to reposition the belt loader portion. As a result, the conveying assembly can be pivoted toward different stowage areas within the hold after entry, enabling targeted extension without retracting and re-aligning the entire unit outside the aircraft. This can significantly reduce repositioning time, increase loading and unloading efficiency, and minimize interference with other ground handling equipment.

[0161] Furthermore, a method for adjusting a conveying length of a cargo conveyor unit is disclosed. The method may comprise activating a first drive, coupled to the outer screw segment, via the first actuator, and maintaining the inner core screw segment in a non-rotating state by activating a brake with the second actuator. In this manner, at least one cargo conveying mechanism can be axially extended or retracted, thereby adjusting the conveying length.

[0162] This method can provide the technical effect of enabling precise and controllable adjustment of the conveying length of the cargo conveyor unit without the need for manual repositioning or disassembly. By selectively driving one screw segment while holding another in a fixed rotational position, axial extension or retraction of the cargo conveying mechanism can be achieved in a smooth and repeatable manner. This allows the system to adapt dynamically to varying loading scenarios, such as reaching cargo located at different distances inside an aircraft hold or retracting the mechanism for storage and transport.

[0163] Additionally, with the conveyor unit described above, a further method may be carried out. The method for conveying baggage or cargo may comprise activating a first drive, coupled to the outer screw segment, via a first actuator, and activating a second drive, coupled to the inner core screw segment, via a second actuator. In this configuration, the outer screw segment and the inner core screw segment may be rotated at the same rotational speed and in the same rotational direction, thereby preventing relative rotation between the screw segments and linearly conveying the baggage or cargo along the conveying length of the conveying mechanism.

[0164] This embodiment may provide the technical advantage of enabling a purely translational conveying motion of baggage or cargo without any change in the overall extension of the cargo conveying mechanism. By rotating both the outer screw segment and the inner core screw segment at the same rotational speed and in the same rotational direction, relative rotation between these components is effectively prevented. As a result, the telescoping function of the mechanism remains inactive during this operation, ensuring that the conveying length remains constant while the conveyed items are moved linearly along the conveyor path.

[0165] This operational mode can reduce wear on the telescoping interfaces, as there is no axial displacement occurring during conveying. It can also allow for a stable and continuous feed of items, particularly useful in situations where the conveyor assembly has already been extended to a desired position within the aircraft hold or another cargo area.

[0166] In the context of the present disclosure, the term “same rotational speed” refers to substantially identical angular velocity values for both the outer screw segment and the inner core screw segment, while “same rotational direction” refers to the uniform orientation of rotation (e.g., both clockwise or both counterclockwise) relative to the longitudinal axis of the conveying mechanism. The absence of relative rotation in this configuration means that the helical threads of the screw segments do not generate an axial movement between the segments, but instead cooperate to produce a synchronized helical surface motion that advances the baggage or cargo along the conveying length.

[0167] By way of example, when the cargo conveying assembly is extended into an aircraft hold to a fixed length of 3 meters, this operational mode can be activated to transport individual suitcases from the external belt loader portion into the interior stowage area without altering the extension of the mechanism. This allows precise placement of items at a set location within the hold while avoiding unnecessary telescoping adjustments, thereby improving both handling efficiency and operational reliability.

[0168] Moreover, another method for conveying baggage or cargo using a cargo conveyor unit is disclosed. The method may comprise activating a first drive, coupled to the outer screw segment, via a first actuator, and activating a second drive, coupled to the inner core screw segment, via a second actuator. In this configuration, the outer screw segment and the inner core screw segment may be rotated at different rotational speeds and in the same rotational direction, thereby generating relative rotation between the screw segments for telescoping, while simultaneously generating a net rotation for linear transport of the baggage or cargo along the conveying mechanism.

[0169] This method configuration can offer the combined technical effect of enabling both telescopic adjustment of the conveying mechanism and simultaneous linear transport of baggage or cargo. This dual functionality may significantly reduce handling time, as the conveying length can be adapted to the specific geometry of the cargo hold while items are being moved, without requiring separate operational steps. It can also improve loading precision, as the telescoping action can be finely controlled in real time to match the movement and positioning of cargo inside the aircraft.

[0170] In the context of the present disclosure, the term relative rotation between the screw segments refers to a difference in angular velocity between the outer screw segment and the inner core screw segment, even though both rotate in the same rotational direction. This relative movement may result in an axial displacement of one or more intermediate screw segments, thereby achieving telescopic extension or retraction. The net rotation for linear transport means that, in addition to the telescoping motion, the coordinated rotation of both screw segments generates a tangential surface movement along the thread flanks that moves the cargo in a longitudinal direction along the conveying path.

[0171] In further aspects that refer to elements of the arrangement of the drives in one- side or both sides various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0172] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly. The cargo conveying assembly may comprise at least one cargo conveying mechanism, which may include at least a first rotatable body and a second rotatable body that can be operatively coupled and can be rotatable relative to each other, and a first actuator and a second actuator, each of which may be operatively coupled to one of the rotatable bodies. The actuators, when activated, can cause a relative rotation or an equal rotation of the first rotatable body and the second rotatable body. Each actuator may be configured to operate either as a drive or as a brake, wherein a relative rotation between the first and second rotatable bodies can cause an adjustment of the conveying length, and a simultaneous rotation of both rotatable bodies without relative rotation therebetween can cause the conveying mechanism to linearly transport the baggage or cargo.

[0173] The design allows the drive or brake components to be mounted in a flexible manner, for example with both actuators located on the same side of the conveying assembly for simplified power and control routing, or with each actuator positioned at opposite ends for improved load distribution and balanced mechanical forces. In some embodiments, one side can be equipped with a drive and the opposite side with a brake, enabling efficient torque application and precise control of the telescoping and transport functions. This modularity in drive and brake placement provides adaptability to different installation constraints, service access requirements, and structural configurations.

[0174] From an operational perspective, this arrangement allows the control system to select between pure transport, pure extension / retraction, or a combined mode, depending on the loading or unloading scenario. Because both rotatable bodies can be driven or braked independently, the movement profile can be adapted dynamically, for example to approach cargo with precision or to withdraw the mechanism quickly after unloading.

[0175] In the context of the present disclosure, the term rotatable body may refer to any elongated component of the conveying mechanism that is capable of rotation about its longitudinal axis and participates in the transport or telescoping function. A rotatable body can be a screw-shaped element, a roller-based segment, or another rotationally driven structure that interacts mechanically with another rotatable body. In a specific embodiment, the first rotatable body is implemented as an outer screw segment and the second rotatable body as an inner core screw segment, arranged concentrically and provided with matching thread pitch so that relative rotation results in controlled axial displacement.

[0176] At the functional level, a relative rotation between the two rotatable bodies means that their angular velocities differ, which in the screw-based embodiment produces telescopic extension or retraction of the conveying mechanism. Conversely, equal rotation means that both bodies rotate at the same speed and in the same direction, so that no relative movement occurs between them and the mechanism functions purely to transport cargo along the conveying length.

[0177] In the present context, the term simultaneous rotation may refer to both rotatable bodies being rotated at the same time, either at the same or at different rotational speeds, whereby no relative rotation can result in pure linear transport of the baggage or cargo, and different rotational speeds can result in a combination of telescopic adjustment and cargo transport.

[0178] The first actuator may be configured to operate a first drive and the second actuator is configured to operate a second drive.

[0179] It is understood that the actuators are controlled by corresponding control units.

[0180] The first rotatable body and the second rotatable body may be designed as screw segments engageable with each other. In this regard, at least one of the screw segments is hollow and comprises an internal thread, and the other comprises a corresponding external thread, such that relative rotation of the screw segments results in an axial extension or retraction of the cargo conveying mechanism.

[0181] An advantage of configuring the first rotatable body and the second rotatable body as screw segments engageable with each other lies in the ability to achieve precise and continuous adjustment of the conveying length without the need for additional guide rails, linear actuators, or external support structures. This design enables both compact storage of the cargo conveying mechanism in a retracted state and rapid extension when required, thereby improving operational efficiency and adaptability to different loading environments. The screw engagement further ensures inherently self-aligning movement, which reduces wear and enhances structural stability under load.

[0182] From a functional perspective, the screw segments convert rotational motion into axial displacement in a mechanically simple yet highly reliable manner. This allows the telescoping function of the cargo conveying mechanism to be controlled directly through the drives associated with the rotatable bodies, enabling seamless integration of length adjustment into the same drive system used for cargo transport.

[0183] In the present context, the term screw segment may refer to a generally cylindrical body having either an external helical thread (external screw segment) or an internal helical thread (internal screw segment), configured so that the external thread engages the corresponding internal thread.

[0184] The engagement of threaded cylindrical elements may be seen as a rotational-to- linear motion conversion system, which can be dimensioned to provide specific extension ratios, load capacities, and adjustment speeds. On a more detailed level, the pitch, flank angle, and surface finish of the threads may be selected to balance load-bearing capability, friction characteristics, and smoothness of movement.

[0185] As a concrete example, the first rotatable body may be configured as a hollow outer screw segment with an internal thread, while the second rotatable body is configured as an inner core screw segment with a matching external thread. When the two screw segments are rotated relative to each other, the inner segment advances or retracts axially with respect to the outer segment, thereby lengthening or shortening the cargo conveying mechanism. This configuration allows the telescoping movement to be achieved within the structural envelope of the screw segments themselves, avoiding the need for external sliding surfaces and thereby improving compactness and durability. The screw segments may be telescopically nested within each other and are configured such that at least one of the segments is axially displaceable relative to another segment, wherein the axial displacement is enabled by relative rotation between the screw segments having matching thread pitch.

[0186] The at least one cargo conveying mechanism may comprise a third rotatable body designed as a screw segment, which is rotatable relative to the first and second rotatable body. In such an arrangement, the first rotatable body may be configured as an outer screw segment, the second rotatable body as an inner core screw segment, and the third rotatable body as an intermediate screw segment positioned between the outer screw segment and the inner core screw segment. The first drive may be operatively coupled to the outer screw segment, while the second drive may be operatively coupled to the inner core screw segment.

[0187] A method is provided for adjusting a conveying length of a cargo conveyor unit. The method may comprise activating a first drive, which is operatively coupled to a first rotatable body, via a first actuator. At the same time, a second rotatable body may be maintained in a non-rotating state by activating a brake with a second actuator. As a result of this operating mode, at least one cargo conveying mechanism can be axially extended or retracted. By controlling the relative rotation between the first and second rotatable bodies in this manner, the conveying length can be precisely adjusted to match the required operational configuration of the cargo conveyor unit.

[0188] A further method for conveying baggage or cargo using a cargo conveyor unit is provided. The method may comprise activating a first drive, which is operatively coupled to a first rotatable body, via a first actuator. In addition, a second drive, which is operatively coupled to a second rotatable body, may be activated via a second actuator. In this operating mode, the first rotatable body and the second rotatable body may be rotated at the same rotational speed and in the same rotational direction. This coordinated rotation prevents any relative movement between the rotatable bodies and enables the at least one cargo conveying mechanism to perform a purely linear conveying motion, thereby transporting the baggage or cargo along the conveying length without altering the length of the conveying mechanism.

[0189] A method for conveying baggage or cargo using a cargo conveyor unit is provided. The method may comprise the step of activating a first drive, operatively coupled to a first rotatable body, via a first actuator, and activating a second drive, operatively coupled to a second rotatable body, via a second actuator. In this operating mode, the first rotatable body and the second rotatable body may be rotated in the same rotational direction but at different rotational speeds. The difference in rotational speeds may generate a relative rotation between the rotatable bodies, which can cause telescoping of the cargo conveying mechanism, while the common rotational direction may generate a net rotation for linear transport of the baggage or cargo along the conveying mechanism. This allows simultaneous adjustment of the conveying length and transport of items, reducing handling time and increasing operational efficiency during loading and unloading operations.

[0190] In further aspects that refer to elements of the actuator being coupled to a drive and / or a brake various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0191] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0192] The cargo conveying assembly may comprise at least one cargo conveying mechanism including at least a first rotatable body and a second rotatable body, the rotatable bodies being operatively coupled and rotatable relative to each other. A first actuator may be operatively coupled, for example via a first drive, to the first rotatable body, and a second actuator may be operatively coupled to a lock or brake that is associated with the second rotatable body. The lock or brake may be selectively engageable with the second rotatable body to immobilize the latter such that activation of only the first drive can produce a change in the conveying length.

[0193] A particular advantage of providing a cargo conveying mechanism with a first actuator driving a first rotatable body and a second actuator coupled to a lock or brake associated with a second rotatable body lies in the ability to control telescoping adjustment of the conveying length without the need to operate both rotatable bodies simultaneously. This configuration can reduce power consumption, simplify control logic, and allow precise extension or retraction even in constrained environments, such as the interior of an aircraft cargo hold. Furthermore, the selective immobilization of the second rotatable body enables the first actuator to directly translate its rotation into a defined axial displacement, thereby improving positional accuracy and repeatability of the telescoping function.

[0194] An advantageous effect of such a configuration, in which a first actuator is operatively coupled, for example via a first drive, to a first rotatable body and a second actuator is coupled to a selectively engageable lock or brake associated with a second rotatable body, lies in the ability to realise multiple distinct operating modes without the need for a second continuously active drive. Depending on the state of the lock or brake, the system may operate in a pure transport mode, an extension mode, a retraction mode, or a blended / fine-control mode.

[0195] By selectively immobilising the second rotatable body, for example by fully engaging the brake, all torque provided by the first drive is converted into relative rotation between the two rotatable bodies, which directly produces a change in conveying length. Conversely, when the brake is released, the rotatable bodies can rotate together to convey cargo without changing the length. When the brake is set to a selectable slip torque or is pulsed on and off, slow telescoping can be achieved while maintaining a conveying motion, enabling precise positioning of the conveying assembly during continuous operation.

[0196] This approach reduces system complexity, weight, and power consumption by allowing length adjustment to be performed with a single drive in combination with a controlled brake, rather than requiring two synchronised drives. It can also improve positional accuracy and handling safety, particularly in confined environments such as an aircraft cargo hold, by enabling fine, incremental movements of the conveying mechanism while the conveyed items remain in motion.

[0197] In the present context, the term lock or brake may refer to any mechanical, hydraulic, pneumatic, or electromagnetic device capable of preventing or selectively resisting rotation of the associated rotatable body. The term selectable slip torque denotes a controlled resistance that allows gradual relative movement under a defined drive force, while pulsed engagement refers to intermittent locking and releasing to achieve stepwise axial displacement.

[0198] As one example, in an aircraft loading operation, the brake may hold the inner core screw segment stationary while the outer screw segment is driven forward by the first actuator, causing the telescopic assembly to extend precisely toward the target cargo location. In fine-control mode, the brake can allow a slow, controlled extension while the conveying rollers continue to move baggage, thus avoiding interruptions in the loading flow.

[0199] In further aspects that refer to elements of the arrangement of the screw-in-screw mechanism various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0200] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0201] The cargo conveying assembly may comprise at least one cargo conveying mechanism including at least a first rotatable body and a second rotatable body, the rotatable bodies being operatively coupled and rotatable relative to each other. A first actuator and a second actuator may each be operatively coupled to one of the rotatable bodies. The first rotatable body and the second rotatable body may be designed as screw segments engageable with each other, wherein at least one of the screw segments can be hollow and comprise an internal thread, and the other may comprise a corresponding external thread, such that relative rotation of the screw segments results in an axial extension or retraction of the cargo conveying mechanism.

[0202] An advantageous effect of providing at least one cargo conveying mechanism with a first and a second rotatable body, which are operatively coupled and rotatable relative to each other, lies in the ability to adjust the conveying length in a continuous and precise manner while maintaining a mechanically simple structure. By designing the rotatable bodies as screw segments engageable with each other, axial extension or retraction can be achieved through controlled relative rotation, thereby enabling adaptation of the conveyor length to different operational environments, such as varying distances to cargo within an aircraft hold or on a loading platform. This configuration can reduce the need for complex guide structures, minimise the number of moving subassemblies, and improve operational efficiency.

[0203] The engagement of an internal thread on at least one hollow screw segment with a corresponding external thread on the other screw segment converts rotational motion directly into linear displacement. This principle allows the conveyor length to be altered without lifting or repositioning the entire cargo conveyor unit, reducing operator effort and increasing throughput.

[0204] In the present context, the term rotatable body can be understood broadly as a component designed to rotate about its longitudinal axis to transmit motion for conveying or telescoping purposes. The term screw segment may refer to a rotationally driven elongate member having a helical thread profile on an outer or inner surface, configured for threaded engagement with a corresponding mating segment. The expressions internal thread and external thread denote complementary thread formations on the respective inner and outer surfaces of the screw segments, dimensioned to engage with one another so as to permit relative axial movement upon relative rotation. In further aspects that refer to elements of the Mecanum rollers for luggage transport various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0205] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0206] The cargo conveying assembly may comprise at least one cargo conveying mechanism including at least a first rotatable body and a second rotatable body, the rotatable bodies being operatively coupled and rotatable relative to each other. A first actuator and a second actuator may each be operatively coupled to one of the rotatable bodies. The first rotatable body and / or the second rotatable body may comprise a surface that is configured to be coupled to the baggage or cargo in such a way as to linearly convey the baggage or cargo. The surface of the first and / or second rotatable body may comprise a roller bearing oriented at an angle of about 45 degrees relative to the axis of the respective rotatable body.

[0207] Such a roller bearing arrangement can produce a combined axial and circumferential force component on the contact surface with the baggage or cargo, thereby enabling both support and propulsion in a controlled manner. The angled orientation of about 45 degrees allows for an optimal balance between axial thrust for conveying and lateral stability, reducing slippage and wear. In functional terms, this geometry ensures that conveyed items are guided in the intended transport direction while minimising the risk of lateral displacement, particularly when handling irregularly shaped or deformable cargo.

[0208] In the present context, the term roller bearing may be understood as a rotationally mounted rolling element assembly capable of supporting the conveyed item while reducing friction between the moving surface and the load. The angular orientation may refer to the alignment of the roller’s rotational axis relative to the longitudinal axis of the associated rotatable body, such that a helical conveying effect is achieved without the need for additional guide belts or sidewalls.

[0209] By integrating such a bearing arrangement into the rotatable body surface, the conveyor unit can combine telescoping and conveying functions in a single, compact mechanism, which reduces overall weight, simplifies maintenance, and enhances adaptability to different loading scenarios, such as aircraft holds with limited access height or varying cargo compartment geometries.

[0210] In one advantageous configuration, the rotatable bodies may be designed as screw segments telescopically arranged with respect to each other. One screw segment may be hollow and provided with an internal thread, while the other may comprise a corresponding external thread. Relative rotation between the screw segments may result in axial extension or retraction of the cargo conveying mechanism. Rollers may be mounted on the inner screw segment to roll against the inner surface of the outer screw segment, thereby maintaining concentric alignment and ensuring very low friction during telescoping movements. Additionally, the screw segments may be equipped with Mecanum rollers oriented at an oblique angle, for example approximately 45°, relative to the longitudinal axis. Such rollers can impart a tangential transport component to the conveyed baggage or cargo in addition to the axial motion generated by the screw geometry, enabling smooth handling and positional correction of items. This configuration can reduce mechanical resistance, improve positioning accuracy, and facilitate the transport of differently shaped or oriented baggage or cargo without manual intervention.

[0211] In further aspects that refer to elements of the direction of movement of screws to keep the items aligned various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0212] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0213] The cargo conveying assembly may comprise at least two cargo conveying mechanisms, each including at least a first rotatable body and a second rotatable body, the rotatable bodies being operatively coupled and rotatable relative to each other. A first actuator and a second actuator may each be operatively coupled to one of the respective rotatable bodies. The first rotatable body and / or the second rotatable body may comprise a surface that is configured to be coupled to the baggage or cargo in such a way as to linearly convey the baggage or cargo. The at least two cargo conveying mechanisms may be arranged in parallel, wherein the first rotatable body and the second rotatable body of one of the cargo conveying mechanisms are rotated in a direction opposite to the first rotatable body and the second rotatable body of the other cargo conveying mechanism.

[0214] A configuration with at least two cargo conveying mechanisms arranged in parallel and operated with opposite rotational directions can provide several technical effects.

[0215] One advantage is the creation of a stabilizing counter-rotation effect that can reduce or eliminate lateral forces acting on the baggage or cargo during conveying. This can help maintain a straight conveying path, reduce the risk of skewing or jamming of items, and improve alignment precision when transferring cargo into confined spaces such as aircraft holds. Furthermore, the counterrotating arrangement can enhance the uniformity of load distribution across the conveying width, which can lead to smoother and more controlled transport, especially for irregularly shaped or unbalanced items.

[0216] From a broader perspective, this arrangement enables torque balancing within the cargo conveying assembly, thereby lowering structural stresses on the chassis and reducing the need for heavy support frames. At a medium abstraction level, the system’s operation ensures that tangential forces from one conveying mechanism are compensated by the opposite tangential forces of the other mechanism, resulting in a net force vector predominantly aligned with the conveying axis.

[0217] In a more specific example, each cargo conveying mechanism may include a first and second rotatable body designed as screw segments with surfaces configured to contact and move baggage. When the screw segments in one mechanism rotate clockwise and those in the parallel mechanism rotate counterclockwise, the respective lateral force components cancel each other, allowing even heavy or oddly shaped cargo to be conveyed in a straight, stable manner toward the loading destination. This is particularly beneficial in environments where precise positioning is required and where lateral displacement could cause operational delays or damage to the cargo or surrounding structures.

[0218] In further aspects that refer to elements of the suction-cups and rotating end effector for proper luggage handling various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0219] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0220] The cargo conveying assembly may be coupled to a rotatable end effector arranged at one end of the conveying assembly. The end effector may comprise one or more suction cups for gripping luggage or cargo and may be configured to rotate about at least one axis so as to enable proper alignment and gentle placement of items during loading or unloading.

[0221] An advantage of the described configuration is that the integration of a rotatable end effector with one or more suction cups allows the cargo conveyor unit to securely grip and manipulate a wide range of baggage or cargo types while ensuring precise alignment during transfer. This enables gentle placement of items, reducing the risk of mechanical damage, particularly for fragile or irregularly shaped objects. Furthermore, the rotatable arrangement provides enhanced flexibility when accessing luggage in constrained or awkwardly positioned spaces, such as deep inside an aircraft hold or between other cargo pieces, where side access may be limited or impossible.

[0222] The ability to rotate the end effector about at least one axis allows the gripping surface to be optimally oriented relative to the target item. This reduces the need for complex repositioning of the entire cargo conveyor assembly and thus improves handling speed and operational efficiency. The use of suction cups as gripping elements further provides a non-invasive method of holding items, avoiding the clamping forces or mechanical intrusion that could damage surfaces or deform soft materials. The system can be adapted to operate with varying suction levels, allowing it to handle both heavy and lightweight items with equal security.

[0223] The term rotatable end effector as used herein is intended to encompass any endmounted manipulator component that can rotate relative to the longitudinal axis of the conveying assembly, including but not limited to pivoting frames, rotary joints, or gimbal-type arrangements. Similarly, suction cups may refer to any vacuumbased gripping element, which may be made from elastomeric or hybrid materials, optionally combined with other gripping features to form a hybrid gripper capable of handling different surface textures and geometries.

[0224] In a more concrete embodiment, the rotatable end effector may be fitted with a compact, high-efficiency suction pump integrated into its housing, eliminating the need for large external pneumatic systems. A camera-based detection module may be mounted on or near the end effector to automatically locate and orient the suction cups relative to the luggage. For example, when retrieving a suitcase lodged deep in an overhead cargo rack, the camera detects its position, the algorithm calculates the optimal rotation and suction point, and the end effector pivots to align the suction cups before engaging them to lift the item free - achieving retrieval even when lateral access is blocked. A further advantageous refinement of the cargo conveyor unit is achieved when the end effector is equipped with a camera configured to detect luggage or cargo. This imaging capability enables the use of an algorithm that can autonomously control the movement of the cargo conveying assembly and / or the end effector based on the detected position, orientation, and possibly size or shape of the target item. Such a configuration allows for automated alignment and gripping, thereby reducing operator workload, increasing precision, and enabling reliable handling even in environments with poor visibility or irregular cargo arrangements.

[0225] In another embodiment, the one or more suction cups of the end effector are specifically configured to handle both soft and hard luggage. This adaptability ensures that a single conveyor system can be used for a broad variety of baggage types without the need to change tools or reconfigure the equipment. The suction cups may have compliant, elastomeric contact surfaces that conform to uneven or soft materials while still providing an airtight seal on rigid surfaces. This dual capability minimizes the risk of slippage or surface damage, regardless of luggage material or structure.

[0226] In yet another embodiment, the suction cups are fluidically connected to a compact suction pump integrated into the end effector itself. By incorporating the pump within the end effector housing, the system eliminates the need for large, external pneumatic pumps, thereby reducing the overall size, weight, and complexity of the conveyor unit. Despite its compact dimensions, the integrated pump may be designed to generate sufficient suction force for securely gripping heavy or bulky luggage. This design also shortens the pneumatic pathway between the pump and suction cups, leading to faster response times, improved energy efficiency, and more precise control of gripping forces.

[0227] In combination, these embodiments result in a highly versatile, compact, and intelligent cargo handling solution that can autonomously detect, align with, and grip a wide variety of baggage types, all while operating efficiently in space- constrained environments such as aircraft cargo holds, train compartments, or automated logistics hubs. In further aspects that refer to elements of the carrier rotating to enter the cargo door and extend to the inside of the cargo door various advantageous effects can be seen. These elements can be combined with the other elements in the present application as described above and below.

[0228] In this respect, the application relates to a cargo conveyor unit, comprising a chassis configured for moving the cargo conveyor unit on ground, and a drivable cargo conveying assembly configured to linearly convey baggage or cargo along a conveying length between two ends of the conveying assembly.

[0229] The cargo conveying assembly may be mounted on a rotatable carrier that may be configured to rotate about a vertical and / or horizontal axis, such that the assembly can pivot toward a cargo door opening and / or may extend into the interior of a cargo hold. Such an arrangement may facilitate precise alignment of the conveying assembly with the cargo access point and may allow efficient loading or unloading operations even when the cargo hold opening is positioned at an angle or offset relative to the ground-based equipment. The ability to rotate the assembly may also improve accessibility to different sections of the cargo hold without necessarily requiring repositioning of the entire conveyor unit, thereby potentially reducing handling time and increasing operational flexibility in confined or irregularly shaped loading environments.

[0230] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the extendable screw mechanism described above.

[0231] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above. A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above.

[0232] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the screw-in-screw mechanism described above.

[0233] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above.

[0234] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above.

[0235] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0236] A further embodiment combines one or more elements of the aspect relating to the cargo belt with retractable lead belt and belt compartment described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0237] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above. A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above.

[0238] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the screw-in-screw mechanism described above.

[0239] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above.

[0240] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above.

[0241] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0242] A further embodiment combines one or more elements of the aspect relating to the extendable screw mechanism described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0243] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above.

[0244] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the screw-in-screw mechanism described above.

[0245] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above.

[0246] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above.

[0247] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0248] A further embodiment combines one or more elements of the aspect relating to the arrangement of the drives in one-side or both sides described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0249] A further embodiment combines one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above with one or more elements of the aspect relating to the screw-in-screw mechanism described above.

[0250] A further embodiment combines one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above with one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above.

[0251] A further embodiment combines one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above.

[0252] A further embodiment combines one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0253] A further embodiment combines one or more elements of the aspect relating to the actuator being coupled to a drive and / or a brake described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0254] A further embodiment combines one or more elements of the aspect relating to the screw-in-screw mechanism described above with one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above.

[0255] A further embodiment combines one or more elements of the aspect relating to the screw-in-screw mechanism described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above.

[0256] A further embodiment combines one or more elements of the aspect relating to the screw-in-screw mechanism described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0257] A further embodiment combines one or more elements of the aspect relating to the screw-in-screw mechanism described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0258] A further embodiment combines one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above with one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above. A further embodiment combines one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0259] A further embodiment combines one or more elements of the aspect relating to the Mecanum rollers for luggage transport described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0260] A further embodiment combines one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above with one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above.

[0261] A further embodiment combines one or more elements of the aspect relating to the direction of movement of screws to keep the items aligned described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0262] A further embodiment combines one or more elements of the aspect relating to the suction-cups and rotating end effector for proper luggage handling described above with one or more elements of the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door described above.

[0263] Further examples of embodiments are explained in more detail below with reference to the accompanying drawings. The application is not intended to be limited to these examples of embodiments. They merely serve to explain the application in more detail.

[0264] Figure 1 shows a cargo conveyor unit according to the application;

[0265] Figure 2 shows an aerial view of the cargo conveyor unit;

[0266] Figure 3 shows a front view of the cargo conveyor unit;

[0267] Figure 4 shows a side view of the cargo conveyor unit;

[0268] Figure 5-7 show alignment means; Figure 8 shows handing heads;

[0269] Figure 9 shows an aerial view of the alignment means;

[0270] Figure 10-12 show the cargo conveyor unit;

[0271] Figure 13 shows the main belt with a sensor for monitoring state of cargo;

[0272] Figure 14 shows a cargo compartment with net;

[0273] Figure 15 shows a cargo compartment with fan-shaped mechanism;

[0274] Figure 16 shows a cargo compartment with an inflated balloon;

[0275] Figure 17 shows an aerial view of the cargo conveyor unit;

[0276] Figure 18 shows a side view of a cargo origin and the cargo conveyor unit; and

[0277] Figure 19 shows a baggage belt and the cargo conveyor unit.

[0278] Figure 20 shows a partial perspective view of an exemplary cargo conveying mechanism with telescopically arranged screw segments.

[0279] Figure 21 shows a cargo conveying assembly with multiple parallel cargo conveying mechanisms supporting and transporting a baggage item along the conveying length.

[0280] Figure 22 shows a detailed perspective view of a screw segment, such as a intermediate screw segment, with roller bearings arranged on the lateral flank surfaces and crest surface of the thread flanks, including Mecanum roller segments for tangential cargo transport.

[0281] Figure 23 shows a schematic cross-section of a cargo conveying assembly with alignment means arranged at the sides to guide and maintain the position of a baggage or cargo item during conveying.

[0282] Figure 24 shows a schematic top view of two parallel cargo conveying mechanisms within a cargo conveying assembly, arranged between a fixed base or frame and an end effector formed as a deflector plate.

[0283] Figure 25 shows a schematic side view of an aircraft cargo hold with multiple parallel cargo conveying mechanisms extending between a fixed base or frame inside the cargo hold and an end effector or deflector plate at the cargo door, in connection with a belt loader portion located outside the cargo hold.

[0284] Figure 26 shows a schematic representation of a cargo conveying mechanism with an outer screw segment, an inner core screw segment, and intermediate screw segments, operatively coupled to a first drive and second drive.

[0285] Figure 27 shows a schematic representation of a cargo conveying mechanism with an outer screw segment, an inner core screw segment, and intermediate screw segments, configured for operation in transport, extension, retraction, and blended / fine control modes.

[0286] Figure 28 shows a radial cut-away view of a telescopically arranged screw conveyor mechanism illustrating the interface between an outer screw segment, an inner screw segment, and integrated bearing and Mecanum roller elements.

[0287] Figure 29 shows a cargo conveyor mechanism with all drive units arranged at the base end and coupled to the telescopically nested screw segments.

[0288] Figure 30 schematically shows a cargo conveyor unit with a chassis and a belt loader portion aligned with an aircraft cargo hold for transferring baggage or cargo.

[0289] Figure 31 shows a cargo conveyor unit positioned in front of an aircraft cargo door, with the cargo conveying assembly in a fully retracted state within the belt loader portion, ready for insertion into the cargo hold.

[0290] Figure 32 shows the cargo conveying assembly advanced into the aircraft cargo door opening, with the carrier positioned inside the cargo hold while the mechanisms remain retracted for compact entry. Figure 33 shows the carrier rotated inside the cargo hold to align the cargo conveying assembly toward a selected stowage area, enabling targeted positioning of the end effector.

[0291] Figure 34 shows the cargo conveying mechanisms extended from the carrier toward cargo located inside the cargo hold, enabling direct pickup and transfer toward the belt loader portion for unloading or vice versa for loading.

[0292] Figure 35 shows the cargo conveying assembly in extended and retracted states during simultaneous telescoping and cargo transport, illustrating uninterrupted conveying during length adjustment.

[0293] Figure 36 shows an end effector implemented as a deflector plate equipped with a suction cup for gripping and positioning cargo items by means of negative pressure.

[0294] In Figures 1 to 5, a cargo conveyor unit 1 is illustrated with its various components functioning to move cargo 5 from a cargo origin 25 area to a cargo target 26 inside an airplane 28. The unit includes a chassis 2 equipped with a drive unit 24 to enable ground 3 movement. Attached to the chassis 2 is a main belt 8 and two lead belts 9 which extend from the main belt 8 towards the cargo belt 4 ends 7. Together, the main belt 8 and the lead belts 9 comprise a drivable cargo belt system with belt sections 12 and the linear series 11 of these sections 12, which are connected by pivoting joints 13. A handling device 17 is situated at the each end 7, designed for the automatic transfer of cargo 5 onto or off the system. The figure also shows cargo compartments 22 both in the airplane 28 as well as in a luggage cart 27, suggesting the flexible nature of the cargo conveyor unit 1 in bridging various cargo origins 25 and cargo targets 26. The cargo belt system, including the main belt 8 and the lead belt 9, is adjustable in length 6, designed to adapt to the various distances between the cargo compartments 22. Overall, the figure illustrates the operation and versatility of the cargo conveyor system 1 in an airport 31 setting, facilitating the handling of baggage 5 and cargo 5 between different points such as luggage carts 27, baggage belts 29, or aircraft 28. The Cargo Conveyor Unit 1 operates in the context of an airport 31 to facilitate baggage 5 or cargo 5 transfer to an airplane 28. The unit sits on a chassis 2 with an included drive unit 24 for mobility on the ground 3. A central feature of the cargo conveyor unit 1 is the main belt 8, which conveys the cargo 5. The figure also features protruding lead belts 9, which extend from the main belt 8 into the cargo compartments 22 of the luggage cart 27, and of the airplane 28. This extension serves as a bridge between the airplane 28's cargo hold 22 and the unit, transferring cargo 5 onto or off the aircraft 28.The lead belt 9 includes a linear series 11 of belt sections 12, connected by pivoting joints 13, hinting at flexibility and the ability to fold or extend as needed. At the end of the Cargo Conveyor Unit 1 closest to the luggage cart 27 or cargo target 26, there is a handling device 17 that assists in the automatic transfer of cargo 5. On the left of the figure, the airplane 28 is shown with a cargo compartment 22 where cargo 5 originates or is targeted. The cargo 5 is conveyed along the pathway formed by the main belt 8 and lead belts 9, with a height difference 32 being spanned by the inclined position of the cargo conveyor unit 1 . The side view provides a comprehensive understanding of the intended use of the Cargo Conveyor Unit 1 in an airport 31 environment, highlighting key features and the interaction between the cargo conveyer unit 1 and an airplane 28 for effective cargo 5 handling.

[0295] Figure 4 depicts a schematic side view of the cargo conveyor unit 1 in operation, employing its cargo belt 4 with a main belt 8 to transport cargo 5 to and from the airplane 28. The unit is in use at an airport 31 to move baggage 5 or cargo 5 from a cargo compartment 22 within the airplane 28, which serves as the cargo origin 25, to a cargo target 26, namely a luggage cart 27. The lead belt 9 extends from the main belt 8 to reach the cargo target 26, represented by the luggage cart 27. This extension of the lead belt 9 from the main structure of the cargo belt 4 allows the cargo conveyor unit 1 to bridge the gap to the cargo compartment 22 of the luggage cart 27, facilitating efficient loading and unloading of the cargo 5. The use of the lead belt 9 indicates the flexibility of the system in adjusting to various operational distances and heights. The method involves altering the length of the cargo belt 6 as needed to accommodate different cargo 5 transferring scenarios between the airplane 28 and auxiliary transportation means such as luggage carts 27.

[0296] In Fig. 5, cargo 5 is positioned along the lead belt 9 section of the conveyor system. The lead belt 9 protrudes from the main belt 8 and consists of a linear series 11 of belt sections 12, which are connected by pivoting joints 13 allowing for flexibility and adjustability of the belt length 6. The cargo 5 is aligned using alignment means 14 positioned at each edge 15 of the conveyor unit, which are tilted and running parallel to the main belt 8. These tilted side belts 16 help maintain the position of the cargo 5 on the cargo conveyor unit 1 , ensuring that it is transported securely and efficiently.

[0297] According to Fig’s 6, and 7, the alignment means 14 are situated at each edge 15 of the cargo conveyor unit 1 . These alignment means 14 double as tilted side belts 16, which run parallel to the cargo belt 4, and they assist in aligning the baggage 5 or cargo 5. The alignment means 14 on both sides of the belt sections 12 are designed to aid in aligning cargo 5 on the cargo conveyor unit 1 . Specifically, the edges 15 where the alignment means 14 are installed extend along the length 6 of the cargo belt 4. The tilted side belts 16 run parallel to the belt sections 12, are positioned at an angle relative to the main conveying surface to ensure that cargo 5 remains centered and does not slip off during movement. The dashed lines likely indicate motion or adjustability of the side belts or alignment means 14.

[0298] According to Fig’s 8, and 9, the belt section 12 has the cargo belt 4, which is designed to convey cargo 5. Along the edges 15 of the cargo belt 4, there are alignment means 14, namely tilted side belts 16. These side belts 16 are running parallel to the main cargo belt 4 and are intended to align the cargo 5 as it moves along the main belts 8 length 6. Additionally, there are cameras 21 and sensors 20 positioned on either side of the belt 4 for supervision of the cargo conveyor units 1 operation or the state of the cargo 5.

[0299] According to Fig’s 10-12, the cargo conveyer unit 1 includes a belt compartment 10, situated underneath the main belt 8 and designed to store the lead belts 9 when not in use, serving to adjust the conveyor's length 6 according to need. The lead belts 9 comprise a linear series 11 of belt sections 12 along its length 6, connected by pivoting joints 13. The cargo conveyor units 1 drive unit 24 is responsible for both moving the unit on the ground 3 and for driving the cargo belt 4 linearly between its two ends 7. The lead belt 9 in the retracted position within the belt compartment 10 according to figures 11 and 12 indicates how the length 6 of the conveyor can be varied to accommodate different cargo 5 handling scenarios. The cargo conveyor unit 1 is also designed to account for a height difference 32, which enables it to connect points that are not on the same level, such as a cargo origin 25 and a cargo target 26. This capability is essential for loading cargo 5 into areas like an airplane 28 cargo compartment 22 or other elevated or lower surfaces.

[0300] According to Figure 14, in a cargo compartment 22, above the cargo 5, there's a net 33 that stretches across the entire width of the cargo compartment 22. The net 33 is held in place by fasteners or anchors on each side of the cargo compartment 22, to contain and secure the baggage 5 or cargo 5 during various stages of transport.

[0301] According to Fig. 15, the net 33 is placed over baggage 5 or cargo 5. The net 33 is used to secure the items during movement, particularly during the critical phases of takeoff, flight, and landing. The fan-shaped mechanism 34 is shown in an operational position, indicating how it deploys to extend or tension the net 33 within the cargo compartment 22.

[0302] Figure 16 depicts a sectional view of a cargo compartment 22 as part of an airplane 28. Cargo 5 takes up the bottom region of the cargo compartment 22. A Balloon 35 spans over the cargo 5, is displayed in its inflated state. The purpose of this balloon 35 is to rest on top of the baggage 5 or cargo 5 to maintain its position, adding an additional safety measure by occupying space that could otherwise allow for cargo 5 movement during transport.

[0303] Figure 17 depicts a cargo conveyor unit 1 with its chassis 2 positioned on the ground 3, outlining the operational set-up within the context of an airport 31 for loading cargo 5 into the cargo compartment 22 of an airplane 28. The main belt 8 of the cargo conveyor unit 1 is shown connecting to two lead belts 9, extending from one end of the main belt 8 towards the interior of the airplane 28 and reaching the cargo compartment 22, which doubles as the cargo target 26. Cargo 5 is situated on a luggage cart 27, ready to be conveyed to the airplane 28. A monitoring unit 19 and logic unit 23 are also represented in proximity to the chassis 2. These components are designed for supervising and managing the cargo 5 transfer process.

[0304] According to Figure 18, the main belt 8 is the central part of the cargo conveyor unit 1 intended for the conveyance of cargo 5. The lead belts 9 are illustrated as an extension from the main belt 8. This extension allows for the adjustment of the length of the cargo belt 6 for various cargo 5 handling situations. The cargo 5 is stacked on top of a cargo compartment 22 as cargo origin 25 on a luggage cart 27. The arrows around the lead belt 9 indicate possible movements or operational directions.

[0305] Figure 19 shows the cargo conveyor unit 1 , and a luggage cart 27 used to transport baggage 5 or cargo 5 from a baggage belt 29.

[0306] Figure 20 shows a cargo conveying mechanism 37 of a cargo conveying assembly 36. The cargo conveying mechanism 37 comprises a first rotatable body 38 designed as an outer screw segment 43, a second rotatable body 39 designed as an inner core screw segment 44, and a third rotatable body 40 designed as an intermediate screw segment 45. The intermediate screw segment 45 is arranged concentrically between the outer screw segment 43 and the inner core screw segment 44 and is rotatable relative to both.

[0307] The screw segments 43, 44, 45 are telescopically nested along a common longitudinal axis and have identical thread pitch. Relative rotation between adjacent screw segments results in an axial extension or retraction of the conveying mechanism 37, thereby adjusting the conveying length. When the outer and inner screw segments 43, 44 are driven at the same rotational speed and in the same rotational direction, no relative rotation occurs, and cargo 5 is conveyed linearly along the conveying length without changing the extension. When they are driven at different rotational speeds or in opposite directions, relative rotation occurs, enabling telescoping, optionally with simultaneous conveying.

[0308] A first drive 41 may be operatively coupled to the outer screw segment 43 and a second drive 42 may be operatively coupled to the inner core screw segment 44. Each drive can be selectively operable in a drive mode or a brake mode, enabling operation in pure telescoping, pure conveying, or combined telescoping and conveying modes.

[0309] In the shown embodiment of Fig. 20, the screw segments incorporate Mecanum roller segments 53 to impart a tangential transport component, enhancing handling of irregularly shaped items.

[0310] Figure 21 illustrates a cargo conveying assembly 36 comprising a plurality of cargo conveying mechanisms 37 arranged in parallel, supporting and transporting a baggage or cargo item 5. The cargo conveying assembly 36 forms part of a cargo conveyor unit 1 and is configured to move the baggage or cargo 5 along the conveying length between the ends 7 of the assembly 36. Each cargo conveying mechanism 37 is of the screw-based telescopic type described in connection with Figure 20, enabling both conveying and adjustment of length.

[0311] The outer surfaces of the screw segments 43, 44, 45 of each cargo conveying mechanism 37 form at least part of the active conveying surface. These surfaces are shaped and arranged such that they directly engage with the underside of the baggage or cargo 5, supporting it during transport and imparting a linear conveying motion when the screw segments 43, 44, 45 rotate. In certain embodiments, the surfaces may incorporate roller bearings 54 or Mecanum roller segments 53 to impart a tangential transport component and reduce friction.

[0312] By arranging multiple cargo conveying mechanisms 37 in parallel, the conveyed item 5 is supported across a larger contact area, distributing loads and improving stability. The parallel configuration also allows the screw segments 43, 44, 45 of adjacent mechanisms 37 to rotate in opposite directions, counteracting lateral drift and ensuring that the baggage or cargo 5 remains aligned with the longitudinal axis of the assembly 36. This arrangement increases the overall load-carrying capacity, enables stable handling of larger or irregularly shaped items, and allows precise, coordinated extension of the conveying mechanisms 37 into a cargo hold or loading area while maintaining continuous transport toward the target position.

[0313] Figure 22 illustrates a detailed perspective view of the third rotatable body 40, implemented as an intermediate screw segment 45 of the cargo conveying mechanism 37. The intermediate screw segment 45 is arranged concentrically between the outer screw segment 43 (not shown in Figure 22) and the inner core screw segment 44 (not shown in Figure 22) and is rotatable relative to both. It comprises a helical thread flank 49, having two lateral flank surfaces 47 and one crest surface 48.

[0314] Roller bearings, preferably configured as low-profile roller cages 46, are arranged on the lateral flank surfaces 47 to provide low-friction, precisely aligned relative rotation between the intermediate screw segment 45 and the adjacent screw segments.

[0315] Beyond this, the screw segment 45 is equipped with a Mecanum roller segment 53 integrated into the crest surface 48. The Mecanum roller segment 53 comprises multiple roller bearings 54 oriented at an oblique angle, for example about 45°, relative to the longitudinal axis of the screw segment 45. These rollers 54 are freely rotatable and, during operation, impart a tangential transport component to the conveyed cargo 5, so that the outer surfaces of the screw threads actively function as the conveying surface.

[0316] The use of Mecanum roller segments 53 is not limited to the intermediate screw segment 45; in particular, such roller segments 53 can be provided on all screw segments 43, 44, 45 of the cargo conveying mechanism 37, ensuring that every segment contributes to the conveying action regardless of its telescopic position. This combination - flank-mounted bearings 46 for smooth inter-segment movement and crest-mounted Mecanum roller segments 53 with roller bearings 54 for direct cargo engagement - provides efficient, stable linear transport while maintaining the capability for precise telescoping adjustment. Figure 23 illustrates, in a schematic cross-sectional view, a cargo conveying assembly 36 configured for transporting a baggage or cargo item 5. The cargo item 5 is supported from below by at least one central cargo conveying mechanism 37 and is laterally guided by alignment means 14 positioned on both sides of the item. In this embodiment, the alignment means 14 are likewise implemented as cargo conveying mechanisms 37 of the screw-based, telescopic type described in connection with Figures 20 to 22.

[0317] All cargo conveying mechanisms 37 in the illustrated embodiment are arranged in parallel to one another along the conveying direction. The outer surfaces of the screw segments 43,44,45 of the central mechanisms 37 form the active conveying surfaces which directly engage the underside or lower side regions of the cargo 5. The lateral mechanisms 37 serving as alignment means 14 may be vertically offset to provide stabilizing contact.

[0318] The mechanisms 37 operate in synchrony to ensure that the cargo 5 remains centered along the conveying length, even during telescopic extension or retraction. In certain embodiments, opposite rotational directions are implemented between two adjacent central mechanisms 37 to counteract lateral drift. This parallel arrangement provides balanced load distribution, stable handling, and precise cargo alignment, enabling reliable operation in confined loading environments such as aircraft cargo holds 57.

[0319] Figure 24 shows a schematic top view of a cargo conveying assembly 36 having two cargo conveying mechanisms 37 arranged in parallel between a first end 7, formed by a fixed base or frame 55, and a second end 7 of the cargo conveying assembly 36 provided with an end effector in the form of a deflector plate 56 for deflecting or discharging conveyed cargo 5.

[0320] Each cargo conveying mechanism 37 comprises a first rotatable body 38 designed as an outer screw segment 43 and a second rotatable body 39 designed as an inner core screw segment 44. The inner core screw segment 44 is telescopically received within the outer screw segment 43 and is rotatable relative thereto to adjust the conveying length 6. At the first end 7, the proximal ends of the outer screw segments 43 are supported and operatively coupled to a first drive 41 . At the second end 7, the distal ends of the inner core screw segments 44 are supported by and operatively connected to a second drive 42. The drives 41 , 42 may be configured to operate in both a drive mode and a brake mode, allowing each screw segment to be selectively driven, held stationary, or allowed controlled slip. This arrangement enables various operational modes, including pure conveying, pure telescoping, or combined conveying and telescoping. In addition, each drive can be controlled independently for its respective cargo conveying mechanism 37, allowing precise length adjustment on a per-mechanism basis.

[0321] The two cargo conveying mechanisms 37 are oriented parallel to each other such that their screw surfaces form a continuous conveying surface for baggage or cargo 5. By operating the rotatable bodies 38, 39 of both mechanisms at the same rotational speed and in the same rotational direction, conveyed items 5 are transported from the fixed base or frame 55 toward the deflector plate 56, where they can be redirected or discharged. When the rotatable bodies 38, 39 are rotated in the same rotational direction at different rotational speeds, relative rotation likewise causes telescopic adjustment of the conveying length while simultaneously producing a conveying motion of the cargo 5.

[0322] In this embodiment, the conveying mechanisms 37 can also be extended or retracted individually. Differential length adjustment between the two mechanisms 37 produces a relative displacement at the second end 7, resulting in a tilting or rotational movement of the deflector plate 56 about one or more axes. The ability to intentionally generate such rotation allows the end effector to be angularly positioned for precise discharge alignment or for gentle placement of cargo into a target location, thereby improving adaptability and handling precision in confined or irregular loading spaces, such as inside an aircraft cargo hold 57.

[0323] Figure 25 illustrates a schematic side view of an aircraft 28, showing the arrangement of a cargo conveying assembly 36 within the cargo hold 57. The cargo conveying assembly 36 comprises a plurality of parallel cargo conveying mechanisms 37. The proximal ends of the cargo conveying mechanisms 37 are supported by a fixed base or frame 55 and secured within the cargo hold 57 by an internal base anchor 51 , ensuring stable positioning during operation. The distal ends of the cargo conveying mechanisms 37 are operatively coupled to an end effector implemented here as a deflector plate 56, arranged adjacent to the cargo door area to direct or discharge baggage or cargo 5.

[0324] Each cargo conveying mechanism 37 comprises an outer screw segment 43 and an inner core screw segment 44, optionally with one or more intermediate screw segments 45 telescopically arranged between them. The screw segments 43, 44, 45 are rotatable relative to one another, allowing both axial extension or retraction to adjust the conveying length 6 and linear transport of baggage or cargo 5 along the conveying path. In coordinated operation, the cargo conveying mechanisms 37 can transport items toward or away from the cargo door, optionally with simultaneous telescoping to adapt the reach inside the cargo hold 57.

[0325] The cargo conveying assembly 36 is connected, at the cargo door, to a belt loader portion 58 positioned outside the cargo hold 57. The belt loader portion 58 is mounted on a chassis 2 of the cargo conveyor unit 1 , which rests on the ground 3. This belt loader portion 58 provides an elevated transfer path from ground level to the cargo door height and interfaces directly with the cargo conveying assembly 36 to enable continuous and height-adapted transfer of baggage or cargo 5 between ground handling equipment and the interior of the aircraft 28.

[0326] In certain embodiments, the cargo conveying assembly 36 is mounted on a rotatable carrier 64, allowing pivoting toward the cargo door opening and precise alignment with different stowage positions within the cargo hold 57. The end effector 56 may alternatively or additionally be configured as a rotatable suctionbased handling device for accurate placement of cargo 5. This integrated arrangement provides high adaptability to various aircraft geometries, reduces manual handling, and increases operational efficiency during loading and unloading operations. Figure 26 schematically illustrates an embodiment of a cargo conveying mechanism 37 of a cargo conveyor unit 1 . The cargo conveying mechanism 37 comprises an outer screw segment 43, an inner core screw segment 44, and at least one intermediate screw segment 45 arranged concentrically between the outer screw segment 43 and the inner core screw segment 44. The screw segments 43, 44, 45 are telescopically nested along a common longitudinal axis and are configured to be rotatable relative to one another.

[0327] A first drive 41 is operatively coupled to the outer screw segment 43 and a second drive 42 is operatively coupled to the inner core screw segment 44. The axial displacement of the screw segments 43, 44, 45 results from relative rotation between adjacent segments having matching thread pitch, such that sequential engagement of the threads produces a controlled extension or retraction of the conveying length. When the first drive 41 and the second drive 42 are actuated synchronously, the screw segments 43, 44, 45 rotate together to linearly transport baggage or cargo 5 along the conveying length. When differential rotation is introduced between the first drive 41 and the second drive 42, the telescopic length is varied, optionally while maintaining a transport movement of the conveyed items.

[0328] In the embodiment shown, the functional principle may be summarised as follows:

[0329] (i) when the first drive 41 and the second drive 42 rotate at equal speed and in the same direction, the entire column of screw segments behaves as a rigid unit, and the rollers or thread surfaces convey the cargo 5 linearly (transport);

[0330] (ii) when the first drive 41 rotates and the second drive 42 is braked or operates at a lower speed, the outer screw segment 43 is telescopically extended from the intermediate screw segments 45, which in turn are telescopically extended from the inner core screw segment 44, thereby increasing the conveying length 6 (extension);

[0331] (iii) when the second drive 42 rotates and the first drive 41 is braked or operates at a lower speed, the inner core screw segment 44 is telescopically retracted toward the intermediate screw segments 45 and the outer screw segment 43, thereby decreasing the conveying length 6 (retraction); and

[0332] (iv) when the first drive 41 and the second drive 42 operate at different speeds, both telescoping and linear transport occur simultaneously (blended operation).

[0333] The same principle applies where two or more intermediate screw segments 45 are present, each stage contributing to the total stroke of the telescopic assembly.

[0334] Figure 27 schematically illustrates a cargo conveying mechanism 37 of a cargo conveyor unit 1 configured for operation in four selectable modes: transport, extension, retraction, and blended or fine control. The cargo conveying mechanism 37 comprises an outer screw segment 43 and an inner core screw segment 44, with at least one intermediate screw segment 45 arranged concentrically between them. The screw segments 43, 44, 45 are telescopically nested along a common longitudinal axis and are rotatable relative to one another.

[0335] In the embodiment shown, a first actuator operates a first drive 41 for the outer screw segment 43, while a second actuator operates a brake 50 that can immobilize the inner core screw segment 44, apply a selectable slip torque, or be pulsed on and off to permit controlled relative motion.

[0336] The figure shows the outer screw segment 43 forming the outermost tubular structure, partially surrounding the intermediate screw segment 45, which in turn surrounds the inner core screw segment 44.

[0337] In the transport mode, as represented in the figure, the brake 50 is released so that the outer screw segment 43, the intermediate screw segment 45, and the inner core screw segment 44 rotate together as a rigid column under the drive of the first actuator, keeping the overall conveying length 6 constant while the Mecanum rollers 53 convey cargo 5 along the conveying length.

[0338] In the extension mode, the brake 50 is engaged to hold the inner core screw segment 44 stationary, while the outer screw segment 43 rotates relative to it, causing the intermediate screw segment 45 to extend and increase the overall length.

[0339] In the retraction mode, the brake 50 remains engaged but the first drive 41 is rotated in the opposite direction, so that the outer screw segment 43 screws back over the intermediate segment 45 and the inner core screw segment 44, shortening the overall length 6.

[0340] In the blended or fine control mode, the brake 50 is held at a controlled slip torque or is pulsed on and off, permitting slow telescoping while the rollers 54 of the Mecanum roller segment 53 continue to provide conveying movement, enabling precise positioning of the assembly in a target loading or unloading position.

[0341] In order for the brake 50 to effectively immobilize the inner core screw segment 44 during extension or retraction, the braked segment 44 may be supported against the reaction torque generated by the driven outer screw segment 43. This reaction support may be provided by mechanically coupling the braked segment to a nonrotating portion of the chassis or carrier structure, or by linking it via an adapter to another cargo conveying mechanism 37 that is itself held stationary or driven in a coordinated manner.

[0342] Figure 28 shows a radial cut-away view of a cargo conveying mechanism 37 comprising an outer screw segment 43 and an inner core screw segment 44 telescopically arranged inside the outer screw segment 43. Rollers 46 are mounted on the inner screw segment 44 and roll against the inner surface of the outer screw segment 43, thereby positioning the screw segments 43, 44 concentrically with respect to each other and ensuring very low friction during retraction or extension.

[0343] Both the outer screw segment 43 and the inner screw segment 44 are further equipped with Mecanum rollers 54 oriented at an oblique angle, for example approximately 45°, relative to the longitudinal axis of the respective screw segment 43, 44. The Mecanum rollers 54 impart a tangential transport component to the conveyed baggage or cargo 5 in addition to the axial motion produced by the screw geometry, enabling smooth handling and positional correction of various baggage or cargo 5 types.

[0344] For clarity of illustration, only two screw segments 43, 44 are depicted; however, the same roller 46 and Mecanum roller 54 arrangement can be repeated at each interface when one or more intermediate screw segments 45 are present, thereby maintaining low-friction guidance and conveying functionality throughout all telescopic stages.

[0345] Figure 29 illustrates a cargo conveying mechanism 37 in an embodiment in which both a first drive 41 and a second drive 42 are arranged at the same, base-side end 7 of the mechanism 37. The inner core screw segment 44 and the outer screw segment 43 are axially fixed relative to each other and to said end 7, with the outer screw segment 43 continuously surrounding the inner core screw segment 44 during operation. Between these, one or more intermediate screw segments 45 are arranged concentrically and are axially displaceable, forming two nested telescopic mechanisms 62, 63 that are coupled to one another to enable controlled extension and retraction of the cargo conveying mechanism 37 while maintaining concentric alignment.

[0346] In other words, a first telescopic mechanism 62 is arranged on the inside and is surrounded by a second telescopic mechanism 63 on the outside. Both are coupled to one another, in particular via an internal / external thread and / or toothing between the intermediate screw segments 45.

[0347] The first drive 41 is operatively coupled to the outer screw segment 43 via a hollow shaft 59 and a gear arrangement, for example with a gear 60 mounted on the hollow shaft 59 and a corresponding gear mounted on the motor shaft of the first drive 41 . By selectively actuating the drives 41 , 42 in drive mode or brake mode, the cargo conveying mechanism 37 can be operated in pure conveying mode, telescoping mode, or in a combined mode with simultaneous conveying and telescoping. This arrangement consolidates both drives 41 , 42 at the protected base-side end 7, eliminating the need for any drive, brake, or energy supply at the distal end of the mechanism 37. The design reduces distal-end mass and complexity, improves handling, and minimises wear.

[0348] Figure 30 shows schematically a cargo conveyor unit 1 positioned in front of a cargo hold 57 of an aircraft 28. The cargo conveyor unit 1 comprises a chassis 2 resting on the ground 3 and a belt loader portion 58 that extends upward to the level of the cargo hold 57 opening. The belt loader portion 58 houses the base ends 55 of one or more cargo conveying assemblies 36 and is aligned with the cargo hold 57 for transporting baggage or cargo baggage or cargo 5 into and out of the cargo hold 57. The arrangement enables smooth transition of baggage 5 from the ground- based chassis 2 into the elevated cargo hold 57, compensating for height differences and ensuring proper positioning relative to the cargo door.

[0349] Figures 31 - 34 show exemplary perspective views of a cargo conveyor unit 1 positioned at the cargo door of an aircraft 28 and illustrating different operational states of a cargo conveying assembly 36 extending from a belt loader portion 58 outside the cargo hold 57 into the interior thereof.

[0350] The cargo conveying assembly 36 is mounted on a carrier 64 which is rotatably supported relative to the belt loader portion 58, allowing the assembly 36 to be pivoted toward the cargo door opening and / or aligned with different stowage positions inside the cargo hold 57. At its distal end, the cargo conveying assembly 36 is provided with an end effector in the form of a deflector plate 56, arranged to redirect or discharge conveyed baggage or cargo 5 toward desired stowage areas. The end effector 56 is positioned at the free end of the assembly 36 and is not mechanically coupled to the carrier 64.

[0351] In Figure 31 , the cargo conveyor unit 1 , including the chassis 2 with the belt loader portion 58, is positioned in front of the cargo door of the aircraft 28. The cargo conveying assembly 36 is in a fully retracted state, with the cargo conveying mechanisms 37 housed inside its structure and not visible from the outside. The unit 1 is aligned so that the belt loader portion 58 is positioned in front of the cargo door opening.

[0352] In Figure 32, the cargo conveying assembly 36 has been advanced into the cargo door opening, such that the carrier 64 is positioned inside the cargo hold 57. In this state, the cargo conveying mechanisms 37 remain retracted, allowing compact insertion into the door opening without interference.

[0353] In Figure 33, the carrier 64 is rotated to adjust the orientation of the cargo conveying assembly 36 toward a selected cargo area inside the cargo hold 57. This rotation allows the end effector, here implemented as a deflector plate 56, to be aligned with the cargo 5 that is to be picked up or deposited.

[0354] In Figure 34, the cargo conveying mechanisms 37 are extended from their retracted position toward the cargo 5 located inside the cargo hold 57. The extended mechanisms 37 pick up the cargo 5 and convey it along the conveying length 6 toward the belt loader portion 58, which then transfers the cargo 5 downward to ground level 3 for further handling or vice versa for loading operations.

[0355] Figure 35 shows a cargo conveying assembly 36 in two different operational states to illustrate a mode in which the cargo conveying mechanisms 37 are telescopically extended or retracted while simultaneously transporting cargo 5. In the upper depiction, the cargo conveying mechanisms 37 are in a more extended state, whereas in the lower depiction they are in a more retracted state. In both cases, the outer screw segment 43 and the inner core screw segment 44 of each cargo conveying mechanism 37 are rotated in the same rotational direction but at different rotational speeds. This differential rotation results in relative movement between the screw segments, producing the telescopic extension or retraction, while at the same time generating a net conveying motion of the cargo 5 along the conveying length. The figure demonstrates that cargo 5 can be moved toward or away from a belt loader portion or another target location without interruption during length adjustment, enabling continuous and efficient handling. Figure 36 shows an embodiment of an end effector implemented as a deflector plate 56 provided with a suction cup 65. The deflector plate 56 forms the distal end of a cargo conveying assembly 36 and is configured to guide or redirect conveyed cargo 5 items toward a desired position. The suction cup 65 is mounted on the deflector plate 56 and is designed to grip baggage or cargo by generating a negative pressure between the suction surface and the cargo item.

[0356] The suction cup 65 may operate in an active mode, in which a vacuum pump or other powered vacuum source maintains the negative pressure during handling, or in a passive mode, in which the suction effect is generated by manual or mechanical deflection. Active systems can be electronically controlled to modulate suction force, allowing secure handling of heavy items while enabling gentle release.

[0357] The above embodiments in the application can also be described using the following Itemized lists.

[0358] The first itemized list refers to the aspect relating to the cargo belt with retractable lead belt and belt compartment. The items of the first itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0359] First itemized list:

[0360] 1 . Cargo conveyor unit (1 ), comprising a chassis (2) for moving the cargo conveyor unit (1 ) on ground (3), and a drivable cargo belt (4) for linear conveying baggage or cargo (5) over a length (6) of the cargo belt (4) between two ends (7) of the cargo belt (4), characterized in that the cargo belt (4) comprises a main belt (8), and at least one lead belt (9) protruding from the main belt (8) to one of the ends (7) of the cargo belt (4), further characterized by a belt compartment (10) underneath the main belt (8), wherein the at least one lead belt (9) is at least predominantly storable into the belt compartment (10) for adjusting the length (6) of the cargo belt (4). Cargo conveyor unit (1 ) according to item 1 , characterized in that the at least one lead belt (9) comprises a linear series (11) of belt sections (12) connected by pivoting joints (13). Cargo conveyor unit (1 ) according to item 1 or 2, characterized by alignment means (14) at each edge (15) between the ends (7) of the cargo belt (4), for aligning the baggage or cargo (5) to the cargo belt (4). Cargo conveyor unit (1 ) according to item 3, characterized in that the alignment means (14) are tilted side belts (16) running parallel to the cargo belt (4). Cargo conveyor unit (1 ) according to one of items 1 to 4, characterized by a handling device (17) at at least one of the ends (7) of the cargo belt (4) for automatic transfer of the baggage or cargo (5) from or to the cargo belt (4). Cargo conveyor unit (1 ) according to item 5, characterized in that the handling device (17) comprises heads (18) that are extendable from and retractable into the at least one of the ends (7) of the cargo belt (4). Cargo conveyor unit (1 ) according to one of items 1 to 6, characterized by a monitoring unit (19) comprising at least one sensor (20) or camera (21 ) for monitoring the state of the cargo conveyor unit (1), the baggage or cargo (5), and / or a cargo compartment (22) at at least one of the ends (7) of the cargo belt (4). Cargo conveyor unit (1 ) according to one of items 1 to 7, characterized by a logic unit (23) for receiving and / or distributing the baggage or cargo (5), in particular for optimizing weight distribution inside a cargo compartment (22). Cargo conveyor unit (1 ) according to one of items 1 to 8, characterized by a drive unit (24) for driving the cargo conveyor unit (1) on the ground (3) and / or for linear driving the cargo belt (4) between the two ends (7) Method for linear conveying baggage or cargo (5) from a cargo origin (25) to a cargo target (26), using a cargo conveyor unit (1 ), the cargo conveyor unit (1 ) comprising a chassis (2) for moving the cargo conveyor unit (1 ) on ground (3), and a drivable cargo belt (4) for linear conveying baggage or cargo (5) over a length (6) of the cargo belt (4) from the cargo origin (25) to the cargo target (26), characterized in that the cargo belt (4) comprises a main belt (8), and at least one lead belt (9) protruding from the main belt (8) to one end (7) of the cargo belt (4), further characterized by a belt compartment (10) underneath the main belt (8), wherein the at least one lead belt (9) is at least predominantly storable into the belt compartment (10) for adjusting the length (6) of the cargo belt (4). Method according to item 10, characterized in that the cargo origin (25) and the cargo target (26) are a cargo compartment (22) at a luggage cart (27) or inside an airplane (28), or a baggage belt (29), or a human cargo operator’s work area (30), in particular in an airport (31 ). Method according to one of items 10 or 11 , characterized in that the main belt (8) is inclined to span a height difference (32) between the cargo origin (25) and the cargo target (26). Method according to one of items 11 to 12, characterized in that after conveying the baggage or cargo (5) into the cargo compartment (22), a net (33) is installed inside the cargo compartment (22) that holds the baggage or cargo (5) in place, in particular during takeoff, flight and landing of the airplane (28). Method according to item 13, characterized in that the cargo compartment (22) has a fan-shaped mechanism (34) for installing the net (33). Method according to one of items 10 and 14, characterized in that a balloon (35) is installed and inflated on top of the baggage or cargo (5). The second itemized list refers to the aspect relating to the arrangement of the drives in one-side or both sides. The items of the second itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0361] Second itemized list:

[0362] 1 . A cargo conveyor unit (1 ), comprising:

[0363] - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0364] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least one cargo conveying mechanism (37) including:

[0365] - at least a first rotatable body (38) and a second rotatable body (39), being operatively coupled and rotatable relative to each other;

[0366] - a first actuator and a second actuator, each operatively coupled to one of the rotatable bodies (38, 39); wherein the actuators when activated cause a relative rotation or an equal rotational rotation of the first rotatable body (38) and the second rotatable body (39), each actuator being configured to operate either a drive (41 , 42) or a brake (50), wherein

[0367] • relative rotation between the first and second rotatable bodies (38, 39) causes an adjustment of the conveying length (6), and

[0368] • simultaneous rotation of both rotatable bodies (38, 39) causes the conveying mechanism (37) to linearly transport the baggage or cargo (5). 2. The cargo conveyor unit (1 ) according to item 1 , wherein the first actuator is configured to operate a first drive (41 ) and the second actuator is configured to operate a second drive (42).

[0369] 3. The cargo conveyor unit (1 ) according to item 1 or item 2, wherein the first rotatable body (38) and the second rotatable body (39) are designed as screw segments engageable with each other, wherein at least one of the screw segments is hollow and comprises an internal thread, and the other comprises a corresponding external thread, such that relative rotation of the screw segments results in an axial extension or retraction of the cargo conveying mechanism (37).

[0370] 4. The cargo conveyor unit (1 ) according to item 3, wherein the screw segments are telescopically nested within each other and are configured such that at least one of the segments is axially displaceable relative to another segment, wherein the axial displacement is enabled by relative rotation between the screw segments having matching thread pitch.

[0371] 5. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the at least one cargo conveying mechanism (37) comprises a third rotatable body (40) designed as a screw segment that is rotatable relative to the first and second rotatable body (38, 39), wherein the first rotatable body (38) is an outer screw segment (43), the second rotatable body (39) is an inner core screw segment (44), and the third rotatable body (40) is an intermediate screw segment (45) arranged between the outer and the inner core screw segments (43, 44), wherein the first drive (41 ) is operatively coupled to the outer screw segment (43), and the second drive (42) is operatively coupled to the inner core screw segment (44).

[0372] The third itemized list refers to the aspect relating to the actuator being coupled to a drive and / or a brake. The items of the third itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0373] Third itemized list:

[0374] 1 . A cargo conveyor unit (1 ), comprising:

[0375] - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0376] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least one cargo conveying mechanism (37) including:

[0377] - at least a first rotatable body (38) and a second rotatable body (39), being operatively coupled and rotatable relative to each other;

[0378] - a first actuator operatively coupled, via a first drive (41 ), to the first rotatable body (38); and

[0379] - a second actuator operatively coupled to a lock or brake (50) associated with the second rotatable body (39); wherein the lock or brake (50) is selectively engageable with the second rotatable body (39) to immobilize the second rotatable body (39) such that activation of only the first drive (41 ) produces a change in the conveying length (6).

[0380] 2. The cargo conveyor unit according to item 1 , wherein the lock or brake (50) is configured as a controllable rod lock that is operable to apply a selectable slip torque, or to be pulsed on and off, thereby permitting simultaneous conveying and slow telescoping.

[0381] The fourth itemized list refers to the aspect relating to the screw-in-screw mechanism. The items of the fourth itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0382] Fourth itemized list:

[0383] 1. A cargo conveyor unit (1 ), comprising:

[0384] - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0385] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least one cargo conveying mechanism (37) including:

[0386] • at least a first rotatable body (38) and a second rotatable body (39), being operatively coupled and rotatable relative to each other;

[0387] • a first actuator and a second actuator, each operatively coupled to one of the rotatable bodies (38, 39); wherein the first rotatable body (38) and the second rotatable body (39) are designed as screw segments engageable with each other, wherein at least one of the screw segments (43, 44, 45) is hollow and comprises an internal thread, and the other comprises a corresponding external thread, such that relative rotation of the screw segments (43, 44, 45) results in an axial extension or retraction of the cargo conveying mechanism (37). 2. The cargo conveyor unit (1) according to item 1 , wherein roller bearings, particularly low-profile roller cages (46), are arranged between the screw segments (43, 44, 45).

[0388] 3. The cargo conveyor unit (1) according to item 2, wherein the screw segments (43,44, 45) comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings, in particular low-profile roller cages (46), are arranged on the lateral flank surfaces (47) of the thread flanks (49) to enable low-friction relative rotation between adjacent screw segments.

[0389] The fifth itemized list refers to the aspect relating to the Mecanum rollers for luggage transport. The items of the fifth itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0390] Fifth itemized list:

[0391] 1. A cargo conveyor unit (1), comprising:

[0392] - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0393] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least one cargo conveying mechanism (37) including:

[0394] • at least a first rotatable body (38) and a second rotatable body (39), being operatively coupled and rotatable relative to each other;

[0395] • a first actuator and a second actuator, each operatively coupled to one of the rotatable bodies (38, 39); wherein the first rotatable body (38) and / or the second rotatable body (39) comprises a surface that is configured to be coupled to the baggage or cargo (5) in such a way as to linearly convey the baggage or cargo (5), wherein the surface of the first and / or second rotatable body (38, 39) comprises a roller bearing (54) oriented at an angle of about 45 degrees relative to the axis of the respective rotatable body (38, 39).

[0396] 2. The cargo conveyor unit (1 ) according to iteml , wherein the first rotatable body (38) and the second rotatable body (39) are designed as screw segments engageable with each other, wherein at least one of the screw segments is hollow and comprises an internal thread, and the other comprises a corresponding external thread, such that relative rotation of the screw segments results in an axial extension or retraction of the cargo conveying mechanism (37).

[0397] 3. The cargo conveyor unit (1 ) according to item 2, wherein the screw segments comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings, are arranged on the crest surface (48) of the thread flanks (49), in particular at an angle of approximately 45°, such that rotation of the screw segments causes a tangential transport motion of the baggage or cargo (5).

[0398] The sixth itemized list refers to the aspect relating to the direction of movement of screws to keep the items aligned. The items of the sixth itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0399] Sixth itemized list:

[0400] 1. A cargo conveyor unit (1 ), comprising: - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0401] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least two cargo conveying mechanism (37), each including:

[0402] • at least a first rotatable body (38) and a second rotatable body (39), being operatively coupled and rotatable relative to each other;

[0403] • a first actuator and a second actuator, each operatively coupled to one of the rotatable bodies (38, 39);

[0404] • wherein the first rotatable body (38) and / or the second rotatable body (39) comprises a surface that is configured to be coupled to the baggage or cargo (5) in such a way as to linearly convey the baggage or cargo (5), wherein the at least two cargo conveying mechanisms (37) are arranged in parallel, and wherein the first rotatable body (38) and the second rotatable body (39) of one of the cargo conveying mechanisms (37) are rotated in a direction opposite to the first rotatable body (38) and the second rotatable body (39) of the other cargo conveying mechanism (37).

[0405] The seventh itemized list refers to the aspect relating to the suction-cups and rotating end effector for proper luggage handling. The items of the seventh itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0406] Seventh itemized list:

[0407] 1. A cargo conveyor unit (1), comprising:

[0408] - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) being coupled to a rotatable end effector (56) arranged at an end (7) of the cargo conveying assembly (36), wherein the end effector (56) comprises one or more suction cups (65) for gripping luggage or cargo (5), and is configured to rotate about at least one axis to enable proper alignment and gentle placement of items during loading or unloading.

[0409] 2. The cargo conveyor unit according to item 1 , wherein the end effector comprises a camera configured to detect luggage or cargo, and wherein an algorithm is configured to control movement of the cargo conveying assembly and / or the end effector based on the detected luggage or cargo.

[0410] 3. The cargo conveyor unit according to item 1 or 2, wherein the one or more suction cups of the end effector are configured to handle both soft and hard luggage.

[0411] 4. The cargo conveyor unit according to any of the preceding itemss, wherein the suction cups are fluidically connected to a compact suction pump integrated into the end effector, the pump being configured to provide sufficient suction without requiring a large external pneumatic pump.

[0412] The eighth itemized list refers to the aspect relating to the carrier rotating to enter the cargo door and extend to the inside of the cargo door. The items of the eighth itemized list can be combined with one or more items of all other itemized lists in this document as well as with one or more features of the claims.

[0413] Eighth itemized list:

[0414] 1. A cargo conveyor unit (1 ), comprising: - a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and

[0415] - a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) is mounted on a rotatable carrier (64) configured to rotate about a vertical and / or horizontal axis, such that the cargo conveying assembly (36) can pivot toward a cargo door opening and / or extend into the interior of a cargo hold (58).

[0416] All of the above items can also be combined with one or more the following items.

[0417] 1 . A method for adjusting a conveying length of a cargo conveyor unit (1 ), comprising the steps of:

[0418] • activating a first drive (41 ), coupled to the rotatable body (38), via a first actuator;

[0419] • maintaining the second rotatable body (39) in a non-rotating state by activating a brake (50) with a second actuator; thereby axially extending or retracting at least one cargo conveying mechanism (37) and adjusting the conveying length.

[0420] 2. A method for conveying baggage or cargo (5) using a cargo conveyor unit (1 ), comprising the steps of:

[0421] • activating a first drive (41 ), coupled to the first rotatable body (38), via a first actuator;

[0422] • activating a second drive (42), coupled to the second rotatable body (39), via a second actuator; wherein the first rotatable body (38) and the second rotatable body (39) are rotated at the same rotational speed and in the same rotational direction, thereby preventing relative rotation between the rotatable bodies (38, 39) and linearly conveying the baggage or cargo (5) along the conveying length of the conveying mechanism (37).

[0423] 3. A method for conveying baggage or cargo (5) using a cargo conveyor unit (1 ), comprising the steps of:

[0424] • activating a first drive (41), coupled to the first rotatable body (38), via a first actuator;

[0425] • activating a second drive (42), coupled to t the second rotatable body (39), via a second actuator; wherein the first rotatable body (38) and the second rotatable body (39) are rotated at different rotational speeds and in the same rotational direction, thereby generating relative rotation between the rotatable bodies (38, 39) for telescoping, while simultaneously generating a net rotation for linear transport of the baggage or cargo (5) along the conveying mechanism (37).

[0426] 4. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the cargo conveying mechanism (37) comprises a first actuator and a second actuator, each operative-ly coupled to one of the screw segments (43, 44); wherein each actuator is con-figured to operate a drive (41 , 42) and / or a brake (50) for the respective screw segment (43, 44).

[0427] 5. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the first actuator is configured to operate a first drive (41 ) and the second actuator is configured to operate a second drive (42). 6. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the cargo conveying mechanism (37) comprises an intermediate screw segment (45), positioned between the outer screw segment (43) and the inner core screw segment (44), and rotatable relative to both.

[0428] 5. The cargo conveyor unit (1 ) according to claim 4, wherein the at least one cargo conveying mechanism (37) comprises a plurality of intermediate screw segments (45) arranged between the outer screw segment (43) and the inner core screw segment (44), wherein the plurality of intermediate screw segments (45) are telescopically nested within each other and configured to be rotatable relative to one another and to the outer and inner core screw segments (43, 44), such that sequential relative rotation between adjacent screw segments causes an axial extension or retraction of the conveying mechanism (37) over a variable conveying length.

[0429] 6. The cargo conveyor unit (1 ) according to any of the preceding items, wherein:

[0430] • the first and second drives (41 , 42) are arranged at the same end (7) of the conveying assembly (36),

[0431] • the inner core screw segment (44) and the outer screw segment (43) are axially fixed relative to each other and to said end (7);

[0432] • the outer screw segment (43) continuously surrounds the inner core screw segment (44) during operation;

[0433] • the intermediate screw segments (45) are axially displaceable, and

[0434] • the intermediate screw segments (45) form two nested telescopic mechanisms (62, 63) that are coupled to one another. 7. The cargo conveyor unit (1 ) according to any of the preceding items, wherein roller bearings, particularly low-profile roller cages (46), are arranged between the screw segments (43, 44, 45).

[0435] 8. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the screw segments (43,44, 45) comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings, in particular low-profile roller cages (46), are arranged on the lateral flank surfaces (47) of the thread flanks (49) to enable low-friction relative rotation between adjacent screw segments.

[0436] 9. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the cargo conveying assembly (36) comprises a plurality of cargo conveying mechanisms (37) that are arranged in parallel to one another.

[0437] 10. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the screw segments (43, 44, 45) of a first cargo conveying mechanism (37) rotate in a direction opposite to the rotation direction of the screw segments (43, 44, 45) of a second cargo conveying mechanism (37).

[0438] 11 . The cargo conveyor unit (1 ) according to any of the preceding items, wherein the cargo conveying assembly (36) comprises alignment means (14) arranged at each edge (15) between the ends (7) of the cargo conveying assembly (36), for aligning the baggage or cargo (5) with the cargo conveying assembly (36). 12. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the alignment means (14) comprise a further cargo conveying mechanism (37) arranged parallel to and vertically offset from the at least one cargo conveying mechanism (37).

[0439] 13. The cargo conveyor unit (1 ) according to any of the preceding items, wherein, when the first and second drives (41 , 42) are activated at different rotational speeds, the screw segments (43,44) rotate relative to each other while simultaneously performing a linear transport of baggage or cargo (5), thereby enabling simultaneous adjustment of the conveying length and translation of the cargo (5).

[0440] 14. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the screw segments (43,44,45) comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings (54), are arranged on the crest surface (48) of the thread flanks (49), in particular at an angle of approximately 45° relative to the relative to the axis of the respective screw segment (43, 44, 45). such that rotation of the screw segments causes a tangential transport motion of the baggage or cargo (5).

[0441] 15. The cargo conveyor unit (1 ) according to any of the preceding items, further comprising a rotatable end effector (56) arranged at an end (7) of the cargo conveying assembly (36), wherein the end effector (56) comprises one or more suction cups (65) for gripping luggage or cargo (5), and is configured to rotate about at least one axis to enable proper alignment and gentle placement of items during loading or unloading. 16. The cargo conveyor unit (1 ) according to any of the preceding items comprising:

[0442] • an external belt loader portion (58) coupled to the cargo conveying assembly (36), wherein the belt loader portion (58) is mounted on the chassis (2) and provides an elevated belt surface starting from ground level, such that the cargo conveying assembly (36) and the belt loader portion (58) together enable a continuous and height-adapted transfer of baggage or cargo (5) into and / or out of an aircraft (28) by dynamically adjusting the conveying length. 17. The cargo conveyor unit (1 ) according to any of the preceding items, wherein the cargo conveying assembly (36) is mounted on a rotatable carrier (64) coupled to the belt loader portion (58), wherein the carrier (64) is configured to rotate about a vertical or horizontal axis, such that the cargo conveying assembly (36) can pivot toward a cargo door opening and / or extend into the interior of a cargo hold (57).

[0443] Protection may be sought for combinations of features which are disclosed in the referenced earlier patent applications GB2412294.7 of 21 August 2024, EP25196305.4 of 16 August 2025, and EP25196884.8 of 20 August 2025, the contents of which are herein incorporated by reference. It is disclosed there how these features combinations contribute to achieving the technical aim of the present application and they are thus comprised in the solution of the technical problem underlying the subject matter of the present application. The features and combinations which are disclosed in the reference documents implicitly belong to the description of the subject matter in the present application and thus to the content of the present application as filed.

[0444] Reference list

[0445] 1 Cargo conveyor unit, cargocobra

[0446] 2 Chassis

[0447] 3 Ground

[0448] 4 Cargo belt

[0449] 5 Baggage, cargo, luggage

[0450] 6 Length of the cargo belt

[0451] 7 End of the cargo belt | end of cargo conveying assembly

[0452] 8 Main belt

[0453] 9 Lead belt

[0454] 10 Belt compartment, storage compartment

[0455] 11 Linear series

[0456] 12 Belt section, short conveyor belt, belty, beltie, belty unit, beltie system

[0457] 13 Joint

[0458] 14 Alignment means, adjustment mechanism

[0459] 15 Edge of the cargo belt

[0460] 16 Side belt, adjustable belt

[0461] 17 Handling device

[0462] 18 Head

[0463] 19 Monitoring unit

[0464] 20 Sensor

[0465] 21 Camera

[0466] 22 Cargo compartment, cargo hold

[0467] 23 Logic unit

[0468] 24 Drive unit

[0469] 25 Cargo origin

[0470] 26 Cargo target

[0471] 27 Luggage cart, carriage

[0472] 28 Airplane, aircraft

[0473] 29 Baggage belt

[0474] 30 Human cargo operator’s work area 31 Airport

[0475] 32 Height difference

[0476] 33 Net

[0477] 34 Fan-shaped mechanism

[0478] 35 Balloon

[0479] 36 Cargo conveying assembly

[0480] 37 Cargo conveying mechanism

[0481] 38 First rotatable body

[0482] 39 Second rotatable body

[0483] 40 Third rotatable body

[0484] 41 First drive

[0485] 42 Second drive

[0486] 43 Outer screw segment

[0487] 44 Inner core screw segment

[0488] 45 Intermediate screw segment

[0489] 46 Roller bearing, low profile roller cages | inter segment rollers

[0490] 47 Lateral flank surface

[0491] 48 Crest surface

[0492] 49 Thread flank

[0493] 50 Brake

[0494] 51 Internal base anchor

[0495] 53 Mecanum roller segment

[0496] 54 Roller bearing

[0497] 55 Fixed base or frame

[0498] 56 End effector I deflector plate

[0499] 57 Cargo hold

[0500] 58 Belt loader portion outside cargo hold housing the base ends of the assemblies

[0501] 59 Hollow shaft that connects to the outer screw segment 13

[0502] 60 Gear mounted on Hollow shaft 120

[0503] 61 Gear mounted on motor shaft First telescopic mechanism Second telescopic mechanism Carrier Suction cup

Claims

1. Claims1 . A cargo conveyor unit (1 ), comprising:- a chassis (2) configured for moving the cargo conveyor unit (1 ) on ground (3), and- a drivable cargo conveying assembly (36) configured to linearly convey baggage or cargo (5) along a conveying length between two ends (7) of the conveying assembly (36), wherein the cargo conveying assembly (36) comprises at least one cargo conveying mechanism (37) including:• at least an outer screw segment (43) and an inner core screw segment (44), telescopically arranged and axially movable relative to each other, such that axial movement results in an adjustment of the conveying length,• wherein the axial movement results from relative rotation between the screw segments having the same thread pitch; and• wherein simultaneous rotation of both screw segments (43, 44) causes the conveying mechanism (37) to linearly transport the baggage or cargo (5).

2. The cargo conveyor unit (1 ) according to claim 1 , wherein the cargo conveying mechanism (37) comprises a first actuator and a second actuator, each operatively coupled to one of the screw segments (43, 44); wherein each actuator is configured to operate a drive (41 , 42) and / or a brake (50) for the respective screw segment (43, 44).

3. The cargo conveyor unit (1 ) according to claim 2, wherein the first actuator is configured to operate a first drive (41 ) and the second actuator is configured to operate a second drive (42).

4. The cargo conveyor unit (1 ) according to any of the preceding claims, wherein the cargo conveying mechanism (37) comprises an intermediate screw segment (45), positioned between the outer screw segment (43) and the inner core screw segment(44), and rotatable relative to both.

5. The cargo conveyor unit (1 ) according to claim 4, wherein the at least one cargo conveying mechanism (37) comprises a plurality of intermediate screw segments(45) arranged between the outer screw segment (43) and the inner core screw segment (44), wherein the plurality of intermediate screw segments (45) are telescopically nested within each other and configured to be rotatable relative to one another and to the outer and inner core screw segments (43, 44), such that sequential relative rotation between adjacent screw segments causes an axial extension or retraction of the conveying mechanism (37) over a variable conveying length.

6. The cargo conveyor unit (1 ) according to claim 4 or claim 5, wherein:• the first and second drives (41 , 42) are arranged at the same end (7) of the conveying assembly (36),• the inner core screw segment (44) and the outer screw segment (43) are axially fixed relative to each other and to said end (7);• the outer screw segment (43) continuously surrounds the inner core screw segment (44) during operation;• the intermediate screw segments (45) are axially displaceable, and• the intermediate screw segments (45) form two nested telescopic mechanisms (62, 63) that are coupled to one another. The cargo conveyor unit (1 ) according to any of the preceding claims, wherein roller bearings, particularly low-profile roller cages (46), are arranged between the screw segments (43, 44, 45).The cargo conveyor unit (1 ) according to claim 7, wherein the screw segments (43,44, 45) comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings, in particular low-profile roller cages (46), are arranged on the lateral flank surfaces (47) of the thread flanks (49) to enable low-friction relative rotation between adjacent screw segments. The cargo conveyor unit (1 ) according to any of the preceding claims, wherein the cargo conveying assembly (36) comprises a plurality of cargo conveying mechanisms (37) that are arranged in parallel to one another. The cargo conveyor unit (1 ) according to claim 9, wherein the screw segments (43, 44, 45) of a first cargo conveying mechanism (37) rotate in a direction opposite to the rotation direction of the screw segments (43, 44, 45) of a second cargo conveying mechanism (37). The cargo conveyor unit (1 ) according to any of the preceding claims, wherein the cargo conveying assembly (36) comprises alignment means (14) arranged at each edge (15) between the ends (7) of the cargo conveying assembly (36), for aligning the baggage or cargo (5) with the cargo conveying assembly (36). The cargo conveyor unit (1 ) according to claim 11 , wherein the alignment means (14) comprise a further cargo conveying mechanism (37) arranged parallel to and vertically offset from the at least one cargo conveying mechanism (37). The cargo conveyor unit (1 ) according to claim 3, wherein, when the first and second drives (41 , 42) are activated at different rotational speeds, the screw segments (43,44) rotate relative to each other while simultaneously performing a linear transport of baggage or cargo (5), thereby enabling simultaneous adjustment of the conveying length and translation of the cargo (5).

14. The cargo conveyor unit (1 ) according to any of the preceding claims, wherein the screw segments (43,44,45) comprise thread flanks (49) having three surfaces, including two lateral flank surfaces (47) and one crest surface (48), wherein roller bearings (54), are arranged on the crest surface (48) of the thread flanks (49), in particular at an angle of approximately 45° relative to the relative to the axis of the respective screw segment (43, 44, 45). such that rotation of the screw segments causes a tangential transport motion of the baggage or cargo (5).

15. The cargo conveyor unit (1 ) according to any of the preceding claims, further comprising a rotatable end effector (56) arranged at an end (7) of the cargo conveying assembly (36), wherein the end effector (56) comprises one or more suction cups (65) for gripping luggage or cargo (5), and is configured to rotate about at least one axis to enable proper alignment and gentle placement of items during loading or unloading.

16. The cargo conveyor unit (1 ) according to any of the preceding claims comprising:• an external belt loader portion (58) coupled to the cargo conveying assembly (36), wherein the belt loader portion (58) is mounted on the chassis (2) and provides an elevated belt surface starting from ground level, such that the cargo conveying assembly (36) and the belt loader portion (58) together enable a continuous and height-adapted transfer of baggage or cargo (5) into and / or out of an aircraft (28) by dynamically adjusting the conveying length.

17. The cargo conveyor unit (1 ) according to any of the preceding claims, wherein the cargo conveying assembly (36) is mounted on a rotatable carrier (64) coupled to the belt loader portion (58), wherein the carrier (64) is configured to rotate about a vertical or horizontal axis, such that the cargo conveying assembly (36) can pivot toward a cargo door opening and / or extend into the interior of a cargo hold (57).

18. A method for adjusting a conveying length of a cargo conveyor unit (1 ) according to any of the preceding claims 1 to 17, comprising the steps of:• activating a first drive (41 ), coupled to the outer screw segment (43), via a first actuator;• maintaining the inner core screw segment (44) in a non-rotating state by activating a brake (50) with a second actuator; thereby axially extending or retracting at least one cargo conveying mechanism (37) and adjusting the conveying length.

19. A method for conveying baggage or cargo (5) using a cargo conveyor unit (1 ) according to any of the preceding claims 1 to 17, comprising the steps of:• activating a first drive (41 ), coupled to the outer screw segment (43), via a first actuator;• activating a second drive (42), coupled to the inner core screw segment (44), via a second actuator; wherein the outer screw segment (43) and the inner core screw segment (44) are rotated at the same rotational speed and in the same rotational direction, thereby preventing relative rotation between the screw segments (43, 44) and linearly conveying the baggage or cargo (5) along the conveying length of the conveying mechanism (37).

0. A method for conveying baggage or cargo (5) using a cargo conveyor unit (1 ) according to any of claims 1 to 17, comprising the steps of:• activating a first drive (41 ), coupled to the outer screw segment (43), via a first actuator;• activating a second drive (42), coupled to the inner core screw segment (44), via a second actuator;wherein the outer screw segment (43) and the inner core screw segment (44) are rotated at different rotational speeds and in the same rotational direction, thereby generating relative rotation between the the screw segments (43, 44) for telescoping, while simultaneously generating a net rotation for linear transport of the baggage or cargo (5) along the conveying mechanism (37).

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