WO2019115233A1

WO2019115233A1 - Freight transfer module

Info

Publication number: WO2019115233A1
Application number: PCT/EP2018/082857
Authority: WO
Inventors: Örjan CHRISTOFFERSSON
Original assignee: Telair International Ab
Priority date: 2017-12-15
Filing date: 2018-11-28
Publication date: 2019-06-20
Also published as: DE102017130157A1

Abstract

The present invention relates to a freight transfer module (1) for installation in a hold (14), having: a base unit (2) which can be arranged in an inlet region of a hold (14) and covers at least one partial surface of the inlet region of the hold (14), wherein the base unit (2) comprises edge regions (A-D) which span a transporting surface (F) between them; inlet elements (3) which are arranged in a first edge region (A) of the base unit (2) and via which freight, such as cargo items, containers or the like, can be received and conveyed further to the base unit (2); outlet elements (4) which are arranged in a second edge region (B) of the base unit (2) and via which freight can be conveyed further from the base unit (2) in the direction towards a freight outlet side pointing towards the interior of the hold (14); transporting devices (5) which are arranged integrally in the base unit (2) so as to be distributed over the transporting surface (F), with the result that freight fed in via the inlet elements (3) can be oriented and passed on to the outlet elements (4); and guide elements (6) which are arranged in a third and fourth edge region (C, D) of the base unit (2).

Description

description

Cargo transfer module

The present invention relates to a cargo transfer module according to claim 1.

In commercial aviation, there are essentially two main classes of aircraft.

On the one hand, these are so-called widebody or widebody aircraft such as the Boeing 747, the Boeing 767, the Airbus A340 or the Airbus A380. This type of aircraft, which are economically usable only on routes with a correspondingly high number of passengers, has more than five meters fuselage diameter and at least two passages in the passenger cabin, which may also have a second level.

In contrast, there are the much smaller, so-called standard hull or narrowbody aircraft, to which the Boeing 727, 737 and 757 or the four

Airbus A320 family of models have the same standardized hull diameter. These smaller aircraft, due to their design, offer less passenger comfort due to the cramped cabin, whose walls are highly curved and can create the feel of a tube, especially on machines with long hulls.

W idebody aircraft are designed in such a way that, in addition to a large, sometimes multi-level passenger compartment, they have a large cargo space in which so-called ULDs (unit load devices) can be accommodated. ULDs are pallets and containers used to load unitized baggage, cargo and mail on widebody aircraft and a handful of Arro wbodyer aircraft, provided that they have the required pallet and aircraft container transport system consisting of a combination of roll plates and corresponding locking devices in the hold, by means of which the ULDs can be positioned in the cargo hold and secured against movement.

In N arro wbody aircraft, on the other hand, the cargo, ie the luggage of the travelers, etc., is piece by piece conveyed by ground personnel of apron vehicles via a conveyor belt to the loading space opening and received there. In the relatively small hold kneeling ground personnel then takes over the luggage, which is pushed by the employee located at the loading area entrance on the compartment floor, and arranges the luggage under tight conditions in the cargo space. This is associated with a considerable amount of ground personnel and time and due to the predominantly kneeling activity, a health burden on the ground staff, which can sometimes lead to high downtime, whereby the loading and unloading can be extended in addition

In order to at least partially eliminate these system-related disadvantages of N arro wbody aircraft, the Applicant has developed the so-called "sliding carpet system". Here, a loader floor covering conveyor belt is arranged in the cargo space of narrowbody aircraft, which spans the entire floor area and the contour of the cargo space following at least extends over a portion of the side walls. At the front end of this transport carpet, a wall is formed, which rises almost to the ceiling of the hold.

When loading a narrowbody aircraft, which is formed with this system, only one worker in the cargo hold opening area has to take the baggage delivered from the apron individually and then place it on the transport carpet, which is loaded by the worker piece by piece into the cargo space can be moved into it. Conversely, when unloading only one worker must take the sometimes heavy or bulky luggage from the carpet and give to the outside, since the carpet can be moved up piece by piece to the loading space opening. To facilitate the handling of cargo, frequently called Door Way Unit (DWU) cargo transfer modules act as a link between a mobile conveyor belt positioned on the tarmac in front of the cargo bay hatch of the aircraft and a forward flight path to a storage position in the aircraft Depth of the cargo space provided. Such cargo transfer modules are fixedly installed on the cargo compartment floor in the cargo area hatch on the aircraft side and are carried along during flight operations.

For example, published patent application DE 10 2005 008 443 A1 describes a loading device for loading and unloading a loading space and a conveying device in which a surface equipped with ball roller bearings is provided in the region of the change of direction of the conveying path in order to prevent manual handling by the logistics personnel, such as e.g. a rotation of the piece goods or a pushing and feeding in the subsequent conveying direction to assist. Between the ball roller bearings also known as power drive units (PDUs), electric motor driven transport rollers are provided by the traction on the underside of the piece a desired movement or rotation of the same can be performed. A partially automatic operation of the charging device is supported by a non-contact sensor means with which a position, in particular rotational movement, of a piece good can be detected. The loading device also includes a conveyor section which extends from the surface equipped with ball roller bearings surface in the depth of the loading space.

As described above, such cargo transfer modules are usually fixedly installed and heavy in construction. However, every kilo of weight increases the fuel consumption of the aircraft while reducing the available free payload. In addition, it is necessary that the luggage continues to be aligned at least roughly by hand before it can be transferred to the hold. An automatic alignment and W eiter promotion, preferably without staff in the entrance area of the hold is not yet possible. Starting from the prior art, it is therefore an object of the present invention to further develop a generic cargo transfer module for installation in a cargo hold, in particular in a narrowbody aircraft, such that the disadvantages described above can be eliminated. This object is achieved with the freight transfer module according to claim 1, advantageous further development are the subject of the dependent claims.

Thus, according to the invention, a freight transfer module is proposed, comprising: a base unit, preferably made of a composite material or a light metal, which can be arranged in an entry region of a cargo space, preferably following the bottom contour of the cargo space, such that it covers at least a partial area of the entry area of the cargo space wherein the base unit comprises four edge portions defining therebetween a transporting surface, at least two roller-type input members arranged in a first edge region of the four edge portions of the base unit, whereby by means of the input members, cargo such as piece goods, containers or the like from a freight supply side is receivable and the base unit weiterförderbar, at least two roller or roller-like output elements, which are arranged in a second edge region of the four edge regions of the base unit, wherein the second edge region, preferably by 90 °, to the a first edge region is arranged offset, and wherein by means of the output elements freight from the base unit in the direction towards the interior of the cargo-facing freight delivery side is further conveyed, a plurality of roller or ball-like T ransporteinrichtungen distributed over the transport surface at the top of the base unit integrally arranged therein, wherein by means of the transport means the freight conveyed via the input elements can be aligned and forwarded to the output elements, and guide elements arranged in a third and fourth edge region of the four edge regions of the base unit opposite the input elements and the output elements in order to prevent the cargo from being moved beyond the transport surface when being fed to the transport surface. The freight transfer module according to the invention is characterized in that it is made in lightweight construction and thus can be saved significantly compared to conventional DWUs in weight. This makes it possible to permanently install the cargo transfer module to appropriate brackets or rails in the entrance of the hold or short time in loading or unloading on the apron to the aircraft, "latch" in the cargo hold and then after the loading or unloading again take away. Just this flexibility to quickly install the module in case of need, so to speak, by plug-and-play in the hold and then take away is not possible with the conventional DWUs that, as mentioned above, are correspondingly heavy.

Narrowbody aircraft also have virtually no reinforcements, such as double wall panels, by virtue of which an impact could be absorbed and diverted without damaging the aircraft structure due to their slim design.

Therefore, it is necessary to prevent by means of appropriate elements that sometimes bulky and / or heavy luggage can strike against the support structure and damage it. For this purpose, guide elements are provided according to the invention, which are integrally formed in the cargo transfer module and prevent luggage when loading or unloading passes beyond the transport surface of the cargo transfer module.

According to one embodiment, further transport means, preferably in the form of rails or the like consisting of a composite material or light metal, may be formed on the transport surface.

Such additional means of transport, which are designed, for example, as sliding and / or additional guide rails, allow a directional transfer of the luggage into the loading space or from this to the transport surface. In addition, the weight can be kept low by selecting composite materials or light metal. According to a further embodiment, the transport devices can be designed as balls, preferably made of a composite material or light metal, and the guide elements can be made of plastic, a composite material or a light metal.

This also makes it possible, with sufficient stability and, in particular with regard to the spherical transport means in the transport surface, also referred to as ball units, to achieve a further weight spatter. In addition, it is possible, by suitable selection of the material, to set coefficients of friction so low that easier handling of the luggage, for example heavy suitcases or boxes, is possible.

According to a further embodiment, the roller or ball-like transport means may be configured to allow manual alignment and transfer of the cargo supplied via the input members. Alternatively, an embodiment is possible which allows a motor-assisted, preferably automatic alignment and transfer of the supplied via the input elements freight

The luggage can thus, either by ground personnel in the hold or automatically, due to the ball bearing-like storage easily, almost resistance, be aligned and then passed on in the hold or from this on standing in front intermediate Zwischenforderfahrzeuge. As a result, the power and time required to be noticeably reduced.

According to another embodiment, moreover, at least two drive units pointing in different directions can be provided, which are preferably offset by 90 ° in the transport surface of the base unit and have roller-like or roller-like conveying elements which are connected via a first motor arranged integrally in the base unit can be driven, wherein the drive units are arranged sunk in the transport surface of the base unit and are raised to pass on the freight by means of a lifting device so that the roller or roller-like conveying elements protrude from the transport surface of the base unit to take the cargo by motor power from the input elements on the transport surface of the base unit weiterzufördem and from there, after orientation of the cargo by means of the roller or ball-like transport means, preferably accelerated to pass in the direction of the freight issue side, for transfer to a storage facility or provided in the cargo space Zwischenforderelement.

The provision of additional drive units, which are sunk in the resting area in the transport area and raised if necessary from selbiger allows an assisted transfer of cargo in and out of the hold. This is particularly advantageous for heavy and bulky items, since this not only reduces the force required by the personnel involved in loading, but at the same time the risk of injury can be reduced. Because without such support, especially in bulky, heavy items, the risk of "lifting the cross" is relatively high. The additional drive units can thus also reduce downtime due to illness / injury. Moreover, the accelerated deployment of the cargo allows minimization of the distances of the items to be loaded in the cargo hold, which can reduce unwanted slippage of the cargo during takeoff or during in-flight turbulence.

According to a further embodiment, the input and output elements and the transport devices can be driven via second motors arranged integrally in the base unit.

This allows a further relief of the busy with the loading and unloading personnel, since it is not necessary to lift the individual pieces of luggage by hand or to pull on the transport surface of the cargo transfer module.

According to a further embodiment, the motors in the base unit and the lifting device can be controlled by means of a control unit be arranged integrally in the base unit and wired and / or wirelessly connected to a device provided in the cargo compartment can be brought into connection.

The provision of a control unit, which can be connected via a cable or wirelessly with a device provided in the cargo compartment of the aircraft, allows the combined control not only of the cargo transfer module but also the existing in the hold, whereby the time for loading and unloading operations can be reduced that it is no longer necessary to control the individual devices separately. Rather, it is possible with a single control unit, integrally control a plurality of other existing modules on the cargo transfer module. Preferably, the connection of the cargo transfer module is such that connection with the in-flight systems in the cargo hold, e.g. a cargo balance display, the power supply, etc. is made, it is not necessary to provide separate supply lines, etc., through which the cargo transfer module can be supplied.

According to a further embodiment, by means of the output elements, freight can also be haulable from the cargo exit side facing the cargo space and forwarded to the base unit, the freight fed via the output elements is aligned there by means of the transport devices and forwarded to the input elements, and the cargo is subsequently transported by means of the input elements Direction to be forwarded to the freight delivery side.

According to a further embodiment, at least one of the guide elements arranged in the third and fourth edge regions of the four edge regions of the base unit can have control elements by means of which the control unit can be operated to control the input and output elements, the transport devices, the drive units and others in the loading space Integral control of existing transport facilities.

In this case, the controls can be arranged in recesses which are formed in the guide element, and are protected by a protective wall, which a part of the guide element is formed, which faces the transport means.

In order to provide a simple and possible way to operate the control unit, one of the guide elements may be formed such that it comprises controls such as control buttons, a joystick, etc., which are integrally formed therein. In order to avoid that the operator is injured in the operation of the controls, for example, because he clamps his hand on on the transport surface running luggage, the controls are arranged behind a part of the guide rail, which serves as a protective wall. This highly integral design thus allows, on the one hand, a problem-free control of the control unit, while on the other hand a violation of the operator during operation can be prevented.

According to a further embodiment, the base unit can be designed flexibly, at least in a partial area, for adaptation to the floor contour of the loading space. For this purpose, the base unit can be subdivided into a plurality of mutually connected sections which can be changed in their position relative to each other via joints, bellows-type or resilient connections or the like.

An at least partially flexible design of the base unit, for example, by articulated connections of individual elements, it is possible to use the cargo transfer module in a variety of different types of aircraft without having to develop a separate module for each type. In addition, it is thus possible to use the cargo transfer module regardless of the type of cargo space. For example, in one type of aircraft, the cargo transfer module may be used for a rear loadable cargo space, while another type of aircraft may be used for a nose loadable cargo space. In both cases, the flexible, articulated connection allows the cargo transfer module to follow the contours of the cargo compartment floor, allowing for trouble-free bagging, alignment and forwarding. According to a further embodiment, the control unit may be controllable by means of a control unit which, preferably detachably, is arranged in the cargo compartment and / or a control unit which is available to and kept by an operator of the freight transfer module for instructions wired and / or wireless, preferably from outside the hold.

The provision of a detachable control unit in addition to the integrally formed controls allows further simplification of loading and unloading. In particular, it is possible to carry out both loading and unloading without personnel having to kneel in the area of the loading area entrance. Rather, by means of the control unit, the freight transfer module can be remotely controlled, for example by the staff standing near the loading space entrance on the apron vehicle, when the control unit is connected via a cable, such as a coiled cable, with the cargo transfer module and the control unit. In a wireless training of the control unit, the staff can even stand on the apron, whereby a possible Vlei risk is almost zero can be reduced because, for example, a fall from the truck due to careless movement is not possible. Moreover, when using standardized NFC and / or Bluetooth protocols, it is possible to pair a smartphone with a corresponding app with the cargo transfer module and then use it for remote control, so that the number of necessary components can be further reduced.

The erfmdungsgemäße cargo transfer module thus offers the possibility to save weight due to the lightweight construction. Here, the cargo transfer module can either be installed permanently in the hold of an aircraft or be brought into the hold due to the low weight immediately when loading or unloading on the apron. At the same time, the design of the cargo transfer module according to the invention provides a noticeable relief during loading and unloading and even allows to perform such steps - remote-controlled - from outside the hold. BRIEF DESCRIPTION OF THE DRAWING

The above-described and other features and advantages of the present invention will be described below by way of example with reference to the accompanying drawings. Hereby shows:

1 shows a first embodiment of a freight transfer module according to the invention;

Fig. 2 shows a second embodiment of an inventive

Cargo transfer module; and

Fig. 3 is a schematic view of a cargo transfer module of the invention in use with a worker standing outside a hold remotely controlling the cargo transfer module.

DESCRIPTION OF EMBODIMENTS

Embodiments of the freight transfer module according to the invention for installation in a loading space, in particular in a cargo space of a narrowbody aircraft, will now be described.

1 shows a first embodiment of the freight transfer module 1 according to the invention, which can be installed in a cargo space 14 of a narrowbody aircraft 17. For this purpose, the freight transfer module 1 is fastened by means of assembly points (not shown here), for example screw holes or latching elements, at corresponding points in the entry area of the loading space 14.

The freight transfer module 1 shown in FIG. 1 shows an embodiment with which cargo can be taken over from the entry area of the cargo space 14 and transported further into the cargo space 14 in the direction of the cockpit of the narrowbody aircraft 17. Because when loading aircraft is to pay attention to the cargo evenly in the hold 14 to distribute to avoid imbalance. Therefore, and due to the total limited space available the cargo, so suitcases, bags and the like, distributed over almost the entire fuselage area of the aircraft 17 stowed.

The cargo transfer module 1 shown in Fig. 1 has a substantially rectangular, serving as a base unit body 2, which consists of a V material or a light metal to save weight in the cargo space 14. This basic body has four edge areas A to D, which are connected to each other. As shown in FIG. 1, these edge regions A to D span between them a transport surface F on which the luggage to be stowed in the cargo space 14 or to be unloaded therefrom is conveyed by means of so-called "ball units", i. Spherically shaped transport elements 5 (hereinafter simply referred to as Ball Unit or balls), aligned and can be further promoted.

Of the four edge regions, a first edge region A points in the direction of the loading space entrance. This first edge region is connected to a fourth edge region D via a rounded edge and is connected in an L-shaped manner to a second edge region B which is directed towards the interior of the loading space 14. This second edge region B of the base unit is also configured such that its height decreases somewhat from the center of the transport surface F towards the edge. Connecting the fourth edge region D and the second edge region B, a third edge region C is provided. This third edge region C is connected to the second edge region B again tapered L-shaped, so that, viewed in plan view, the transport surface F toward the second edge region B towards the two, the edge regions A and C facing sides, narrower. In order to allow the best possible adaptation to the contour of the cargo space 14, the third edge region C is also connected via a bevelled corner with the fourth edge region.

In the first cargo area opening facing edge region A of the freight transfer module 1 serving as input elements rollers 3 are arranged in the embodiment shown here, by means of which the cargo, In particular loose luggage but also boxes, containers and the like can be supplied damage-free from a conveyor vehicle from the apron.

Delivered cargo is carried on these roles 3 on the transport surface F, without that it could get stuck on the cargo transfer module 1, and is then aligned and forwarded on the transport surface by means of ball units 5, which are distributed substantially over the entire transport surface F , The rollers 3 and the ball units or balls 5 can in this case be driven by corresponding motors in order to enable a, at least partially automated, handling of the luggage.

In order to simplify the loading of the sometimes heavy baggage, and thus to avoid that a kneeling in the hold 14 worker is injured in the loading of luggage, in the cargo transfer module 1 additional transport facilities are arranged, also referred to as Power Drive Units, PDU short become.

These transport devices or PDUs comprise drive units 8 and transport rollers or rollers 11 attached thereto. In the freight transfer module 1 shown in FIG. 1, two such transport devices are provided, which are arranged offset by 90 ° in the transport surface F of the base unit 2.

As long as a power assistance in the loading or unloading of the luggage is not necessary, therefore, kneeling in the cargo 14 workers easily pull the luggage by hand from the first edge area A on the transport surface F, align there and continue on the second edge region B in the hold 14, for example, can spend to a colleague waiting there, the drive units 8 are sunk in the transport surface F of the base unit 2 sunk. However, if a force support during loading or unloading is desired, for example due to heavy luggage or already loaded at check-in transport boxes, the drive units 8 for power-assisting transfer of cargo on the transport surface F and then into the cargo space 14 by means not shown Lifting mechanisms are raised so that the transport rollers or rollers 11 protrude from the transport surface F of the base unit 2 to take over the cargo by engine power from the input elements 3, on the transport surface F of the base unit 2 continue to demand and from there, after alignment the freight by means of the rollers 5, further in the cargo space 14 or provided in the cargo space 14 Zwischenforderelement, for example, the "Sliding Carpet" of the Applicant, to pass.

For transferring the load into the loading space 14, the freight transfer module 1 shown in FIG. 1 has rollers 4 serving as starting elements in the second edge region B, which are offset by 90 ° from the rollers 3 serving as input elements and in an alternative embodiment similar to the rollers 3 or the Ball Units 5 can be driven by a motor.

In order to assist in the handling of the cargo, further transport means in the form of rails 7 made of a composite material or light metal are also formed on the base unit 2. About these rails 7, the cargo that has been aligned on the rollers 5, in the aligned state on the rollers 4 further into the cargo space 14 are required without the risk that the cargo changes its position and thus sometimes from a deeper in the Loading space 14 workers must be re-aligned before it can be stored in its final transport position.

In order to prevent the cargo from being transported beyond the transport surface F during loading or unloading, thereby injuring the worker kneeling in the cargo compartment 14 or damaging the aircraft structure, the cargo conveyor module 1 also has edge regions C not provided with rollers or other means of transport and D guide rails 6, which in turn consist of light metal or a composite material. This guide rails 6 protrude from the transport surface F upwards and prevent that located on the transport surface F luggage is unintentionally promoted by these beyond. The guide rails 6 serve thus, similar to guard rails in traffic, to limit the transport path on the transport surface F of the freight transfer module. 1

The guide rail 6 (i.e., the guide rail 6 at the edge portion D) opposite to the edge portion B is larger in size than the guide rail 6 (i.e., the edge portion A) shown in FIG

Guide rail 6 in the edge region C). In order to avoid damage to the cargo, the guide rails 6 may be formed of an at least partially elastically yielding material or, as shown here, consist of a rigid bar 6d with a baffle element 6a disposed thereon.

As shown in FIG. 1, the guide rail 6 in the edge region D differs from the guide rail 6 in the edge region C in that, instead of the rigid strip 6d, a ladder-like body 6c is provided, on the longitudinal side facing the transport surface F the baffle element 6a is. The ladder-shaped body 6 c is modular and is fastened by brackets 6 b to the transport surface F of the cargo transfer module 1. In particular, the ladder-shaped body 6c is designed such that 6cl free spaces are formed between the two connected by V connecting webs 6c2 longitudinal elements in which controls 9, such as buttons and switches but also joysticks or touch panels are arranged, which can be operated by the worker to via a arranged in the cargo transfer module 1 control unit, the respective conveying elements, ie to control the balls 5, the rollers 3, 4, the drive units 8 etc. in the F rachtübergabemodul 1, and possibly other conveyors in the cargo space 14 or the area of the loading space entrance.

In order to prevent the control elements 9 from being damaged or the hand of a worker operating this from being injured, the longitudinal element facing the transport surface F and the impact element 6a connected thereto are designed such that together they form a protective wall 10. In order to be able to control the conveying elements, ie the balls, rollers, etc. in the cargo transfer module 1, as well as optionally further conveyors in the loading space 14 or the area of the loading space entrance, the freight transfer module 1 is connected to the power supply of the aircraft 17 via a cable or the like, and is also connected to the conveyor elements in the cargo transfer module 1, and optionally further conveying devices in the loading space 14 or the area of the loading area entrance, for example, the "sliding carpet" of the Applicant, which covers the load compartment floor and thus serves as a large-scale conveyor belt, via a communication line.

If further conveyors are provided in the cargo hold 14, or if the cargo must be carried deeper into the hold 14 before being received by another operator and taken to their storage location, it is possible for the load handling module 1 to operate By means of the control elements 9, the operator issues an instruction to the control unit that the luggage located by the transport surface F is accelerated during the transfer to the rollers 4 via the drive units 8, and thus supported by force on conveyors 14 provided in the cargo compartment 14 or deep into the cargo compartment 14 into which, for example, distances between the respective items of luggage on conveyors provided in the loading space 14 can be minimized.

A further embodiment of the freight transfer module according to the invention is shown in FIG.

The cargo transfer module 1 shown here serves to load freight into a cargo space 14 in the rear area of the aircraft 17. For this purpose, the freight transfer module 1 is designed such that it follows the contour of the load compartment floor, so that the cross section of the embodiment shown in FIG. 2 is formed substantially in the manner of a straight rhombus.

As in the first embodiment, the cargo transfer module 1 is designed substantially rectangular in plan view and has four edge regions A to D, the between expand the transport surface F, wherein a pointing to the cargo space 14 portion 13 of the cargo transfer module 1 is formed narrower in a front portion, as the rest of the cargo transfer module.

In order to simplify the loading of the sometimes heavy baggage and to avoid injuring a worker kneeling in the cargo space 14 when loading luggage, in the cargo transfer module 1 shown in FIG. 2 additional transport devices are arranged, also called Power Drive Units, short PDU, to be called.

As with the first embodiment, these transport devices include drive units 8 and transport rollers or rollers 11 attached thereto. In the freight transfer module 1 shown in FIG. 2, a PDU is arranged in the vicinity of the edge area A and two further PDUs are located on the transport area F and the section 13 of the freight transfer module 1, offset by 90 ° to the PDU in the vicinity of the edge region A.

As in the first embodiment, these transport devices or PDUs allow a power-assisted receiving and transfer of cargo into and out of the load compartment 14, by submerged drive units 8 with transport rollers or rollers mounted thereon when not in use in the transport surface F of the base unit 2 and the section 13. rollers 11 are raised by means not shown lifting mechanisms that they protrude from the transport surface F of the base unit 2 to take over the cargo by motor power from the input elements 3, on the transport surface F continue to demand and from there, after alignment of the cargo by means of rollers 5, on the section 13 further in the cargo space 14 or provided in the cargo space 14 Zwischenforderelement, for example, the "Sliding Carpet" of the Applicant, to pass.

In order to facilitate the transfer of the cargo, additional guide elements are provided on the section 13 of the cargo transfer module 1 which follows the floor of the cargo space 14, which rises obliquely in the direction of the tail fin of the aircraft 17 7 formed in the form of slides, which are coated to reduce the frictional resistance. The motor-assisted forwarded by means of PDUs luggage thus slides reduced friction over and along the rails 7 in the hold 14, where it is then moved to its place.

Similar to the first embodiment, a guide rail 6 with operating elements 9 is again provided in the edge region D, by means of which the control unit contained in the cargo transfer module 1 can be operated by the ground personnel 15 in order to move the respective conveying elements, i. the balls 5, the rollers 3, 4, the drive units 8 etc. in the cargo transfer module 1, and optionally further conveying devices in the cargo space 14 or the area of the cargo hold entrance, and thus the loading and unloading of the aircraft 17 to control integrally.

In the embodiment shown here, the section 13 is fixedly arranged on the base unit 2. In order to improve the adaptation of the freight transfer module 1 to the bottom contour of the cargo space 14, the base unit 2 can be designed to be flexible at least one partial area. Thus, the section 13 can be attached to the base unit 2 via joints, bellows-type or resilient connections or the like, so that the section 13 and the base unit 2 can be changed in their position relative to one another to adapt to the bottom contour of the loading space 14.

Since the cargo transfer module 1 is made of a composite or light metal, weight can be saved so that the cargo transfer module 1 can remain installed in the cargo hold 14, even with narrow body aircraft, similar to large capacity aircraft, without resulting in a significant payload or range reduction. In addition, the weight-reduced modular design allows the cargo transfer module 1 to be carried on the apron by cargo crews and secured in the cargo hold 14 only for loading and unloading

Fig. 3 shows a schematic representation, not to scale, which shows how a worker 15 standing outside the cargo space 14 of an aircraft 17 controls the control unit in the (shown enlarged here) freight transfer module 1 by means of a control unit 16 femsteuert.

This control unit 16 may in this case be configured as a control panel which is detachably arranged in the loading space 14 and which communicates with the control unit wirelessly or by cable in order to load freight from the apron via the freight transfer module 1 into the loading space 14 or from the loading space 14 via the freight transfer module 1 to corresponding ones Transfer transport vehicles or other means of transport on the apron.

Alternatively, the control unit 16 can also be provided at the airport, for example in the form of mobile devices, which are carried by the ground staff 15 and communicate wirelessly, for example by radio, Bluetooth or NFC with the control unit, to forward cargo from the apron via the cargo transfer module 1 in the cargo space 14 load or transfer from the hold 14 via the cargo transfer module 1 to appropriate transport vehicles or other transport facilities on the apron

By means of such control and control units, it is also conceivable not only to control the cargo transfer module 1 and possibly a transport system present in the cargo space 14, but also to control delivery vehicles or other conveyors located outside the aircraft 17 integrally in such a way that a virtually fully automatic loading and unloading Discharge of the aircraft 17 by selectively conveying the cargo to the cargo space 14 on the transfer module and continue in the cargo space 14 or vice versa can take place.

When using a mobile device for (Fem) control of the cargo transfer module 1 and the like, it is advantageously also possible that an integral control of the loading and unloading by means of the freight transfer module 1 can be done on the basis of a corresponding application on a smartphone, so that the ground staff 15 regardless of the existing infrastructure on the plane 17 or at the airport, using the appropriate Bluetooth or NFC Protocols can connect to the cargo transfer module 1, which is installed in the cargo space 14, and in turn in conjunction with other freight devices in and out of the cargo space 14, so that almost no effort and without any V entetzungsrisiko an at least partially fully automated loading and unloading Cargoes can be done.

The present application thus provides a cargo transfer module 1 for installation in a cargo space 14 of a narrowbody aircraft 17, comprising: a base unit 2 which is locatable in an entrance area of a cargo space 14 and covers at least a partial area of the entrance area of the cargo space 14, the base unit 2 Edge regions AD comprising between them a transport surface F, input elements 3, which are arranged in a first edge region A of the base unit 2, and on the cargo such as general cargo, containers or the like aufhehmbar and the base unit 2 can be further promoted, output elements 4, in a second edge region B of the base unit 2 are arranged, and on the freight from the base unit 2 towards a to the interior of the cargo space 14 facing freight delivery side is further conveyed, transport means 5, which are distributed over the transport surface F integrally disposed in the base unit 2, so that over the egg ngangselemente 3 fed freight can be aligned and forwarded to the output elements 4, and guide elements 6, which are arranged in a third and fourth edge region C, D of the base unit 2.

Claims

claims

A cargo transfer module (1) for installation in a cargo space (14), in particular a narrowbody aircraft (17), comprising: a base unit (2), preferably made of a composite material or a light metal, which is located in an entrance area of a cargo space ( 14), preferably following the bottom contour of the loading space (14), can be arranged such that it covers at least a partial area of the entrance area of the loading space (14), wherein the base unit (2) comprises four edge areas (AD) which between them form a transport area (14). F), at least two roller or roller-like input elements (3), which are arranged in a first edge region (A) of the four edge regions (AD) of the base unit (2), wherein by means of the input elements (3) cargo such as parcels, containers or is receivable from a cargo feed side and further conveyable to the base unit (2), at least two roller or roller-like output elements (4) which in a second edge region (B ) of the four edge regions (AD) of the base unit (2) are arranged, wherein the second edge region (B), preferably offset by 90 °, to the first edge region (A), and wherein by means of the output elements (4) freight from the Base unit (2) in the direction towards a to the inside of the cargo space (14) facing freight output side is further promoted, a plurality of roller or ball-like T ransporteinrichtungen (5), distributed over the transport surface (F) at the top of the base unit (2) are arranged integrally therein, wherein by means of the transport means (5) via the input elements (3) supplied cargo aligned and can be forwarded to the output elements (4), and Guide elements (6), which in a third and fourth edge region (C, D) of the four edge regions (AD) of the base unit (2), the input elements (3) and the output elements (4) opposite, are arranged to prevent the cargo when feeding to the transport surface (F) on the transport surface (F) is moved out.

2. Freight transfer module (1) according to claim 1, wherein on the transport surface (F) further transport means (7), preferably in the form of consisting of a composite material or light metal rails or the like, are formed.

3. Freight transfer module (1) according to claim 1, wherein the transport means (5) are formed as balls, preferably made of a V material or light metal.

4. Freight transfer module (1) according to one of claims 1 to 3, wherein the guide elements (6) made of plastic, a V material or a light metal are formed.

The cargo transfer module (1) according to any one of claims 1 to 4, wherein the roller-type or ball-type transport means (5) are arranged to enable manual alignment and transfer of the freight supplied via the input members (3).

6. Freight transfer module (1) according to one of claims 1 to 4, wherein the roller or ball-like T ransporteinrichtungen (5) are designed such that they have a with Engine power assisted, preferably automatic alignment and passing on the input elements (3) supplied cargo allow.

7, cargo transfer module (1) according to one of claims 1 to 6, further comprising at least two pointing in different directions drive units (8), preferably offset by 90 ° to each other, in the transport surface (F) of the base unit (2) are arranged and roller or roller-like conveying elements (11) which are drivable via a first motor arranged integrally in the base unit (2), the drive units (8) being sunk in the transport surface (F) of the base unit (2) and being passed on the cargo can be lifted by means of a lifting device such that the roller or roller-like conveying elements (11) protrude from the transport surface (F) of the base unit (2) to transfer the cargo by motor power from the input elements (3) to the transport surface (F) of the base unit (2) further and from there, after orientation of the cargo by means of the roller or ball-like transport means (5), preferably accelerated to pass in the direction of the freight issue side, for transfer to a storage facility or in the cargo space (14) provided intermediate conveyor element. Freight transfer module (1) according to one of the preceding claims, wherein the input and output elements (3, 4) as well as the transport devices (5) are drivable via second motors arranged integrally in the base unit (2). , Freight transfer module (1) according to claim 7 or 8, wherein in the base unit (2) integrally arranged motors and the lifting device are controlled by a control unit, which is integrally disposed in the base unit (2) and wired and / or wireless with a in Cargo space (14) provided device is brought into connection.

10. Freight transfer module (1) according to one of the preceding claims, wherein further by means of the output elements (4) freight from the cargo space (14) facing freight delivery side is receivable and the base unit (2) can be further promoted, there on the output elements (4) supplied freight there can be aligned by means of the T ransporteinrichtungen (5) and forwarded to the input elements (3), and the cargo is then weiterförderbar by means of the input elements (3) in the direction of the freight feed side.

11. Freight transfer module (1) according to one of the preceding claims, wherein at least one of the third and fourth edge region (D) of the four edge regions (AD) of the base unit (2) arranged guide elements (6) control elements (9), by means of which Control unit can be operated to integrally control the input and output elements (3, 4), the transport devices (5), the drive units (8) and other, in the loading space (14), T ransporteinrichtungen.

12. Freight transfer module (1) according to claim 11, wherein the control elements (9) are arranged in recesses which are formed in the guide element (6), and by a protective wall (10) are protected by a part of the guide element (6 ) is formed, which faces the transport devices.

13. Freight transfer module (1) according to one of the preceding claims, wherein the base unit (2) is designed to be flexible at least in a partial area, for adaptation to the bottom contour of the cargo space (14).

14. The cargo transfer module (1) according to claim 13, wherein the base unit (2) is subdivided into a plurality of interconnected sections which are articulated via bellows or elastic connections or the like can be changed in their position relative to each other, for adaptation to the bottom contour of the cargo space (14).

15. Freight transfer module (1) according to claim 9, wherein the control unit is controllable by means of a control unit (16), which is preferably detachably arranged in the loading space (14), and / or a control unit (16) which is accessible to an operator (15 ) of the cargo transfer module (1) is available and provided by the latter to give instructions wired and / or wireless, preferably from outside the cargo space (14).