FR3053144B1 - CARGO MANAGEMENT SYSTEM - Google Patents

Abstract

A cargo management system (100) at an airport. The system includes a mobile reader (140) configured to connect to wireless readable memory devices (50) provided on the containers of an aircraft. The memory devices store downstream management information on the individual cargo items stored in the container (10). The mobile reader is also configured to display downstream management information.

Description

CARGO MANAGEMENT SYSTEM

TECHNICAL AREA

Embodiments relate to cargo management and, more particularly, the method of managing the flow of information in a cargo management process.

CONTEXT

The loss or misdirection of general cargo and baggage is a significant barrier to the aviation industry and creates undesirable reputational costs and tax costs associated with returning the cargo to the owner. wish. One of the problems that can cause a misfeed is the delay of the aircraft during the first leg of the trip; which leads to missing the matching flights or the passengers to change the program of their trip. In such a situation, the cargo can not be transported in accordance with the consequences of such changes and / or delays. It is desirable that the migration management be improved to reduce the number of cargo items lost.

In addition, the standard management of a cargo is a lengthy process, if individual items of cargo have to be identified in a closed container. Identifying said items may include partial or total unloading of a container that is suspected of containing the item or several containers, if it is not known which container in an arriving aircraft contains the cargo item in question and the individual comparison of the identifiers associated with the items of the cargo with the known identifier of the item of the cargo to be located . Since these identifiers are in the form of digital sequences, said comparison is difficult and long, if done reliably.

ABSTRACT

The embodiments of the invention relate to a management system of transfer in an airport. The system includes a mobile reader configured to connect to wireless readable memory devices provided on the unavion containers. The memory device stores the downstream management information of the individual elements of the cargo stored in the container. The mobile reader is further configured to display the downstream management information.

The mobile player can be configured to use Bluetooth technology to connect to the wireless readable memory device.

At least some or all of the cargo in the containers may be luggage. The mobile reader can be configured to display the updated downstream management information. The updated downstream management information can be created by combining the downstream management information with the updated passenger information.

The mobile reader can also be configured to receive the updated passenger information from a passenger information system at the airport and to consolidate the information in the mobile reader.

The reader may be configured to read the destination information associated with baggage in a container from the wireless memory device, to compare the information on the destination of the passengers read with the updated passenger destination information and, if there is undecalage during the comparison, for modifying the management information avalrelatives audit luggage.

The system can also be configured to receive an updated information on the destination of the passengers from an aircraft in flight.

Mobile reader may be configured to connect to a passenger control information system using Wi-Fi. The airport may include a plurality of readers configured to detect wirelessly the presence of the memory device and to update the information indicative of the the most recent location of said container in a database to wireless detection. The airport may include a plurality of readers configured to detect wirelessly the presence of the memory device, to read the data stored in said memory device and to update the information indicating the most recent location of the cargo items indicated in the data. of the database at the time of reading.

Another embodiment relates to a cargo management system in an airport. The system includes a baggage loading area, an input device for entering information on cargo items loaded into a container and a writing device configured to wirelessly connect a memory device located on the container and for transmitting said informationaudit memory device and store them. The cargo management system is configured to verify whether, prior to the closing of the flight of an aircraft, the memory devices on all the containers loaded in the aircraft have stored the information or not.

Another embodiment relates to a cargo management method in an airport. The method consists of wireless connection with a readable memory device reader provided on the containers of an aircraft. The memory device stores the downstream management information of the individual items of the item stored in the container. The method further includes displaying the downstream management information on the reader screen and routing the individual items of the downstream cargo in accordance with the downstream management information.

Another embodiment relates to a method operating a reading device in a cargo management system in an airport. The method causes the reading device to establish a connection string with the readable memory devices provided on the container of the aircraft. The memory device stores the downstream management information of the individual items of the item stored in the container. Furthermore, the method comprises receiving, on the reading device from the memory device, the management information and displaying the downstream management information on the reading device.

Another embodiment relates to a cargo management method in an airport. The method includes a baggage loading area, entering information about items of the cargo loaded into a container in a cargo tracking system, the wireless connection to the storage device on the container, transmitting said information to said devices. memory for their storage and checking, before closing the flight of an aircraft, memory devices on all the containers loaded in the aircraft stored or not the information.

Another embodiment relates to a data carrier comprising computer executable instructions which, when executed by one or more processors, causes one or more processors to perform the steps of each of the methods disclosed herein.

BRIEF DESCRIPTION OF THE DRAWINGS

Embodiments of the present invention will be more fully understood and appreciated from the following detailed description associated with the drawings in which:

Figure 1 shows a known container used to transport cargo in an airplane;

Figure 2 shows a container comprising a readable storage device in wire;

Figure 3 shows the architecture of a wireless tag in a mode of realization;

Figure 4 shows an interaction between a portable device and a wireless label in one embodiment;

Figure 5 shows the architecture of a portable device operable to read from and write to the wireless tag in one embodiment;

Fig. 6 presents data items that can be stored in the nonvolatile memory of a portable device of an embodiment;

Fig. 7 shows an embodiment of a network including a portable device interacting with a wireless container tag;

Figure 8 illustrates data stored in the nonvolatile memory of a wireless tag;

Fig. 9 shows a process of data transfer to a tag;

Figure 10 shows a process of storing data on a wireless label;

Figure 11 shows another process of storing data on a wireless tag;

Fig. 12 shows a method of acquiring and displaying information stored on a wireless tag;

Figure 13 shows the flow of information in a management process of transfers in an airport following the arrival of an aircraft;

Fig. 14 shows the flow of information in another embodiment involving updating information received from a wireless tag;

Fig. 15 is an example of a display screen of a portable device;

Figure 16 is another example of a display screen of a portable device;

Figure 17 shows the flow of information in another embodiment;

Fig. 18 shows connected or connectable data sources to the system in one embodiment managing container labeling and content lists; and

Figure 19 shows a process of deleting data stored on a wireless tag.

DETAILED DESCRIPTION

Figure 1 shows a known cargo container 10 (hereinafter simply referred to as a "container") for transporting a cargo in anion. The cargo may contain the luggage of the passengers and travel in the aircraft carrying the container, mail or any type of cargo transported on the aircraft. All aircraft carry a large number of containers of the type shown in Figure 1. While it is known what type of cargo and which individual elements are transported by an aircraft, the information available is normally not sufficiently specific to support the efforts to locate a specific cargo in specific containers without a large-scale search. In addition, a certain type of cargo must meet specific stowage requirements. Some hazardous substances, for example, while transporting them as cargo on planes, must be stowed at a predetermined distance away from any human being. in the plane. In practice, this means that this type of loan is often stored at the bottom of the container; it is difficult to find any element quickly.

While in many situations the manner in which an unloaded aircraft is to be handled is known, when the aircraft takes off from the departure airport (all loose baggage, for example, may be simply for collection. by the passengers at the point of withdrawal from the destination airport, while the cargo or mail may be destined for a local processing center at the destination airport, it is not uncommon for baggage or other cargoes change, in particular where the original destination of the baggage / cargo is another connecting flight but also where the destination changes and in situations where the passenger voluntarily changes the desired destination. example, the original flight carrying baggage / cargo is late, so that baggage or baggage can not be transported ( s) to the connecting flight or that the flight leretard is such that the passenger's travel program is changing.

Three different scenarios can be considered. The passenger may, for example, decide that the delay is such that he or she is still able to take the match before departure and that rushing to the flight suitability is preferable to changing the travel program. In this scenario, it is desirable that the passenger's luggage be transported to the flight of correspondence via the fastest route possible. It has been found that the problems described above with regard to the rapid location of passenger baggage can, however, hamper efficient transportation, so that the baggage of the passenger does not reach the connecting flight in time for the flight to take off. In this case, the baggage (s) must be transported to the passenger's destination in a separate flight.

In a second scenario, the passenger can decide to wait for a subsequent flight of correspondence. In this case, his baggage must be separated from other baggage that can still be transported to the original connecting flight and re-routed to the new connecting flight chosen. If this is not satisfactory, baggage may be carried on the original connecting flight and may not be available at the luggage collection point of the passenger's final destination after the customer has found his baggage. simply because they were set aside for not being recovered after landing the initial match flight.

In the third scenario, the passenger may decide to catch a courtesy flight the next day and he needs his baggage delivered to the baggage claim point for use on the unplanned overnight stay at the origin of the baggage. to the connecting flight originally scheduled. In this context, luggage may be lost or mishandled.

In all three scenarios, changing the original travel / matchmaking procedures can lead to mishandling / delivery of baggage. Reconciliation processes to reunite the passenger and their baggage are extremely expensive for the aviation industry, both in terms of management and reputational costs.

It will be understood that in order to convey baggage in such a way as to adapt to changes in transport patterns, such as, for example, those described above, it may be important for baggage, or more generally, any type of cargo itself (in ) t quickly localizable.

Fig. 2 shows a container 10 which has been modified, so that it also includes a wireless readable storage device 50, hereinafter referred to as wireless tags. The architecture of the wireless tag according to one embodiment is illustrated in greater detail in FIG. 3. The wireless tag 50 in the embodiment includes a nonvolatile memory 60, a memory control unit 70, an communication control unit 80, a wireless transmit and receive interface 90. Although not shown in FIG. 3, the tag 50 may also include a power storage device as well as a display for displaying the unique identifier of the tag and / or the management information, such as whether or not the container 10 includes elements of a targeted category or items to be handled quickly, valid during the last update information stored on the label, on the front of the label. In one embodiment, the screen is an LCD screen. In one embodiment, the energy storage device is rechargeable, preferably without a filament. The wireless charging of the energy storage devices is well known will not be described in detail in the present invention. The wireless tags 50 designed for use in embodiments are commercially available from many sources.

The non-volatile memory is preferably a non-volatile memory FLASH. In one embodiment, the communication control unit interacts with the transmitting / receiving unit 90 to enable wireless transmission with another wireless communication device. . Any means / wireless communication tag can be used. Examples of e-labels and NFC tags The tag 50 can communicate with other wireless communication devices using Wi-Fi / 802.11, Zigbee or Bluetooth protocols.

It will be understood that the function of the memory control unit 70 can be integrally provided in the nonvolatile memory, as is the case for some non-volatile memory products, commercially available.Alternatively, the memory control unit 70 and the communication control unit 80 can be implemented in a single physical control unit. While a transmission and reception interface 90 is presented in the embodiment in FIG. 3, it will also be understood that, in an alternative embodiment, separate transmission and reception architectures can be integrated into the etiquette. The wireless tag 50 stores the information related to the current content of the container 10. The manner of accessing the wireless tag 50 for reading and / or writing is indicated in FIG. 4. FIG. comprising a container 10 which includes a tag 50 and a wireless handheld device 140. The wireless handheld device 140 is configured to wirelessly communicate with the tag 50 using a communication protocol supported by the tag 50. The wearable device 140 may be used, for example, when loading the container 10 before a flight or after landing. In the above case, the portable wireless device 140 is used to transmit information related to the content loaded in the container 10 to the tag 50 to be stored in the nonvolatile memory 60. In the latter case, the portable wireless device 140 can be used to request the transmission of data related to the content loaded in the container 10 from the tag 50 and to receive, following a request or automatically following the establishment of a connection string adapted to the exchange of data between the tag 50 and the portable device 140. When loading the container 10 before startingpart of an aircraft to transport the container, the information related to the container loaded in the container 10 can be accumulated in the portable device 140 or, after storage in a baggage / cargo control system at the departure airport, transmitted to 140 "handheld device It will be understood that in an alternative embodiment, information can be transmitted to the tag 50 directly by the baggage / cargo control system storing the information related to the contents of the container without using a portable device. as an intermediary. This can be done in particular by providing transmitters capable of and configured to wirelessly communicate with the tags 50 to choke points of the baggage / cargo control system, for example at the exit doors of a building into which the containers are loaded, for example establish a connection chain with the label 50 when the container 10 carrying the tag 50 passes in front of the transmitter, that is to say en route to the aircraft for loading. As the container passes, the baggage / cargo control system can, by using the receiver at the throttling point, establish a connection string with the tag 50, request and then receive from the tag 50 a unique identifier stored on the tag. label 50 identifying only the container 10 and transmit to the container 10 a list of the contents loaded in the container identified 10 on the basis ofaccumulated data related in the baggage / cargo control system, during loading of the container 10.

Furthermore, it will be understood that the use of a portable device 140 instead of using fixedly installed transmitters is advantageous insofar as it does not require any material modification on the luggage / cargo control system. While in one embodiment, the transmission of the data between the portable device 140 and the tag 50 is of course based on a unique identifier stored on the tag 50 to facilitate data matching, it will also be understood that the use of a portable device also allows to visually decompose a unique container number that may be visible on the container 10 with a unique container number displayed on the screen of the portable device 140. The use of a portable device therefore provides a means to visually check that the data transmitted to a tag 50 relates to the container on which the tag 50 is supplied.

Figure 5 shows the architecture of a portable device 140 of a mode embodiment. The portable device 140 comprises a wireless transmit / receive unit 150 (in an alternative embodiment despite separate transmit and receive units that can be integrated with the portable device 140), a processor 160, a nonvolatile memory 170, an random access memory 180 and a user interface 190. The portable device 140 may be a specially designed device or a commercially available standard device such as a mobile phone, tablet or other portable computer. It is also contemplated that mobile computing units that are already in use in airport functions can serve as a portable device 140. The components of the portable device shown in FIG. 5 are well known to those skilled in the art and will therefore not be described in detail in the context of the present invention.

FIG. 6 shows in detail part of the contents of the nonvolatile memory 170 of the portable device 140. The non-volatile memory, among other data elements, stores the operating system (OS) required to operate the portable device 140, as well as as the application programs for communicating with its environment, especially with the tag 50 and other wireless networks with which the wearable device can be used. These application programs include drivers for the various components of the portable device, such as drivers for the transmit and receive interface as well as applications implementing the user interface 190 on the portable device 140. The interface user 190 may, for example, be a graphical user interface displayed on a display screen of the portable device to allow the user to access information relating to the management of a specific container or a group of containers related to a flight accurate or multiple flights. The graphical user interface may further include input means, such as a touch screen, for allowing users to enter information. Alternatively or additionally, a standard keyboards, a computer mouse or other pointing and clipping device may be provided in or with the portable device. Furthermore, the portable device for providing, alternatively or additionally, a voice activation and command associated or separated from the information displayed graphically or provided in the audio form.

Moreover, the volatile memory may comprise or reserve a memory area for receiving information relating to several flights whose arrival is scheduled at the airport in which the portable device 140 is used, information relating to the contents of a container 10 whose loading is in progress, the load of which has recently been completed or which has recently arrived on a connecting flight to the airport in which the portable positive 140 is used.

In addition, the portable positive 140 may be configured to use different wireless communication protocols to communicate with its environment. These protocols include the aforementioned protocols used by the wireless tag 50 but also other wireless protocols that communicate with the environment in which the portable device 140 operates.

FIG. 7 shows an embodiment of a decommissioning management system 100 in which a portable device 140 interacts with a container label 50. The cargo management system 100 is part of an airport and includes a network 120 operated in the airport. The network can be a LAN or a WLAN. Alternatively or additionally, the network may also access the entities outside the airport using an Internet connection or a VPN. Connected to network 120, the servers 110 are used for the operation of the airport. They can be located in the airport and be directly connected to the airport network without having to use means to communicate with the external entities or, enviable or in addition, they can be located outside the airport and connect network via the Internet and where the VPN. Further details on other parts of Network 120 will be provided below. The network 120 also includes one or more wireless access points 130. The access points may support wireless connections, according to a number of protocols, preferably the IEEE 802.11 "Wi-Fi" protocols. The wireless access points 130 enable the portable device 140 to communicate with any other connected 110 connected to the network 120 via the network 120 and to transmit to or receive from these components 110 and the data or instructions required for its operation or required by the others. 110 components of the network. In turn, the portable device 140 communicates wirelessly with the container tag 50, thereby enabling the data to be transmitted to the container tag 50 or to be received from the container tag 50. As mentioned above, data relating to the item loaded in a container 10 at the departure airport can be collected in a baggage / cargo management system (which can be one of the other 110 components of the airport connected to the network 120) of the airport and thentransmitted to the container tag 50 to be stored via the network 120, the access point 130 and the portable device 140. Alternatively, the data can be collected in a system operating a remote server where the data is sent / transmitted to the system via the customer application operating in the airport.Inversely, the data stored on the container label 50 can be received on the portable device 140 and then transmitted downstream to the other network components 110 / Internet / VPN of the airport via the portable device 140, the access point 130 and the network 120. As described in more detail below, the data of The container label 50 may also be received on the portable device 140, along with other information such as the updated flight information and subsequently processed in the portable device 140.

Turning now to the data stored in the nonvolatile memory 60 of the wireless tag 50, as shown in FIG. 8, the nonvolatile memory includes a memory area storing the unique identifier of the tag 50. This unique identifier can correspond to the standard IATA serial number of the container associated with the label 50. Alternatively, the unique identifier may differ from the standard IATA serial number of the container 10 but is only associated with the unique identifier of the container, so that the reading of the The unique identifier of the tag 50 also identifies the container 10 unambiguously. As mentioned above, it is preferable that the unique identifier be stored on the tag to identify the container. However, although this is a preference, it is not necessary that the unique identifier be stored on the tag 50 or be used to identify the container.

In one embodiment, the tag 50 also stores the number of the flight information relating to the contents of the stored container. In addition, in one embodiment, the tag 50 also includes a clearance field authorizing the storage of the container separation information which is information related to the management of the entire container. This field can, for example, specify that the container contains or will contain only descarginations / baggage related to a specific category or that the entire container is transferred to a specified connecting flight indicated when arriving at the next airport. The tag 50 may further store a time reference that can be used to ensure that the data stored on the tag is recent data. Alternatively or additionally, the tag may store information that only identifies the flight associated with the data stored on the tag 50. Such information may, for example, include the flight number and date of the flight. The wireless tag 50 further includes a storage area for storing information related to the content stored in the container. An example of said data is given in Table 1 below.

Table 1: Examples of information stored in the nonvolatile memory 60 of a wireless tag 50.

As shown in Table 1, different types of cargo can be loaded into individual containers. Of course, this should not be the case for all containers and a single container can alternatively transport only one type of cargo, that is to say passenger baggage or two different types of cargo. In addition, it will be understood that the present invention includes any type of cargo that can be transported in an aircraft. While in the example of Table 1, the cargo type is identified on the stored data in the nonvolatile memory 60 of the tag 50, doing so is not necessary so that this information can instead be omitted.

The cargo elements identified in the data stored in the nonvolatile memory 60 are the elements that can be loaded individually. It will be understood that these elements themselves may include several elements, as is the case with a mail bag. Some of these elements can be identified by a unique element identifier. One way of identifying baggage is, for example, to use individually identifiable electronic tags, permanently attached to passengers' baggage. The identifiers of these labels or the IATA numbers of the bag labels can be stored as the identifier of the item in the first column of table 1.Alternatively, the individual baggage IDs can be added to a database operated by an airline, when the passenger checks baggage for a flight and / or they can be stored permanently in the airline's data base, once they have been seized and associated with an individual item identifier, flight after flight. The individual item identifier that has been

associated with a piece of luggage is then stored in the non-volatile memory 60 of the tag 50. In this way, only one identifier format is used for the storage in the non-volatile memory.

In addition to the aforementioned data, the nonvolatile memory 60 may also store the travel class in which the owner of a bag carried in the container including the tag 50 with the nonvolatile memory 60 travels. On the basis of this information, privileged treatment may be given to the containers 10 including the passengers' luggage belonging to first class or business class.

The data stored in the non-volatile memory 60 may indicate the manner in which the individual baggage will be processed upon arrival. If a passenger has, for example, booked a connecting flight, the baggage should be loaded on the wrong ticket instead of being delivered to the baggage claim point. If the volded correspondence leaves quickly after the arrival of the flight carrying the baggage, the transfer from one aircraft to another (also called fast transfer bag / QTB) directly to the connecting flight, thus avoiding the distribution center baggage in the airport, may be necessary. The processing of information of this nature is also stored in the nonvolatile memory 60 of the tag 50 together with the destination to which certain transfer elements are to be transferred. The destination information may also include information on the destination of any suitability flight.

The nonvolatile memory 60, in one embodiment, also stores information on the order in which the cargo elements have been loaded into the container 10. Taking this information into account, the baggage handlers can more easily determine in which part of the container 10 The item is located so that the cargo item can be found faster and processed more quickly, as indicated by the processing information. In addition, information about the exact location of the luggage in the container may also be stored in the non-volatile memory. U.S. Patent Application No. 14 / 789,080 and European Patent Application No. 15290169.0 describe suitable systems for this purpose.

It will be understood that the data items described above are only examples and that other information may also be stored on the wireless tag 50. In one embodiment, for example, information such as the name of the passenger who is necessary to connect a cargo element to a passenger in the aircraft can be stored.

Fig. 9 shows a process of storing the data on the wireless tag 50 at or shortly after the end of the loading of the container 10 at the departure airport. At step 210, the data summarizing the cargo loaded in the container are accumulated either in a baggage / cargo control system of the departure airport, on a remote server as described above, or in the portable device 140 on the basis of data received from the baggage / cargo control system or the server to distance. The accumulated data, if accumulated outside the portable device 140, is then transmitted to the portable device 140 in step 220. In a preferred embodiment, the portable device 140 accesses the WLAN operated by the originating airport and establishes a computer communication with the baggage / cargo control system of the airport or the remote server. The steps necessary for any wired devices to join a WLAN are well known in the art and are therefore not described in detail in the present invention. The steps for establishing data consistency between an application, such as a client application, operating a portable device and an application, such as a server application, operating a server to enable the exchange of data are also well known and will not be therefore not described in detail in the context of the present invention.

Once the connection chain between the baggage / cargo control system and the portable device 140 has been established, the data stored in step 210 is transferred to the portable device in step 220. The transfer of the data can be initiated by the portable device 140 which sends a request to transfer the data to the portable device 140 from the baggage / cargo control system.

After the data is transferred to the portable device 140 in step 220, the portable device establishes a connection string with the wireless tag 50 in step 230 and transmits, in step 240, the accumulated / received data on the tag 50 as well as the instructions executable by the tag 50 for storing the data in a part of the nonvolatile memory of the tag, reserved austockage information on the contents of the container. In step 250, the tag 50 stores the received data in the portion of its nonvolatile memory, reserved for storing information about the contents of the container. The tag 50 also stores a time reference indicating the date of receipt of the data and the information to identify the unambiguous theft to which the data relates.

FIG. 10 shows a sequence 300 of data and the transfer of control implementing the method described above with reference to FIG. 9. In a first step, performed in one embodiment, when the bagagistapproaches a container With a tag 50 on which the container content data is to be written, the portable device 140 sends a multicast request for identifiers of any container tag 50 near it at step 310. The nearby containers respond by transmitting their unique identifier in a response (multicast) message 320.In step 330, the portable device 340 selects the identifier of the container emitting the strongest signal based on the fact that it belongs to the most prochedu container device 140, or it displays the information relating to this container identifier to the user / to the carrier of the dispo portable device 140 on the screen of the portable device 140. The information provided to the baggage handler can either be the identifiers received as such or, in the most likely case where the identifierdifferates from the unique identifier of the container 10, the portable device 140 sends a request to obtain the unique identifier of the container 10 at step 340 to the baggage / cargo control system or to a third party system storing the information which associates the unique identifier of the tag 50 with the unique identifier of the container 10. In step 350, the unique identifier of the container (s) covered by the request sent in step 340 is / are transmitted to the portable device 140, along with other information about the container (s). Other information about the container (s) may be standard information, including the size and weight of the container (s). In step 360, the received container IDs are displayed by the GUI of the portable device 140 on a screen of the portable device 140 and the user is requested to provide an entry by selecting the container on which he or she is currently working. It will be understood that if the portable device can select the container automatically based on the received tag ID, then steps 330-360 may be optional. Alternatively, the portable device 140 can already store a database that links the unique identifiers of the containers 10, at the airport premises, with the unique identifiers of the tags 50 carried by the containers, so that the steps 340 and 350 can be omitted. Such a database can be updated in the portable device 140 regularly, for example every hour, quarter hour, half day or every day.

In another embodiment, the portable device 140 may be configured to present the cargo manager with a list of the flights to be processed. The cargo manager may then choose the flight he or she is going to load, after which the Portable device 140 displays the numbers of the containers 10 that need to be loaded on the selected flight. These container identifiers, if different from the identifiers of the container labels 50 located on the containers 10, are also associated with the identifiers of the container labels 50 located on the containers 10.

Once the container 10 to which the contents data of the container is to be transmitted has been selected, the portable device 140 sends a request for data which details the contents of the container and identifies the selected container 10 at the baggage / cargo control system at step 370. The baggage / cargo control system provides the data required at step 380. Upon receipt of the container content data, the portable device 140 establishes a connection string with the tag 50 associated with the selected container 10. Then that the identifier request sent in step 310 may have been a multicast message, the request for setting a connection string is addressed only to the tag 50 in question. Once the connection chain has been established between the portable device 140 and the tag 50, the data on the content of the container is transmitted from the portable device 140 to the tag along with an execution command by the tag 50 requesting the tag 50 to store the data on the contents of the container in the portion of its nonvolatile memory reserved for said storage. The information required by the tag 50 for storing a time reference of the information identifying only the flight to which the data refers may also be provided. In step 410, the container tag 50 sends a response acknowledging receipt of the data and / or the successful completion of the storing operation.

It will be understood that, if the data on the contents of the container are already available on the portable device 140, after step 360, for example because the data has been transmitted to the portable device 140 before, as it is by and during the process of loading the device. container, then steps 370 and 380 may well be omitted.

FIG. 11 shows an alternative sequence of data 420 and the transfer control implementing the method described above with reference to FIG. 9. In step 430, the portable device 140 requests the baggage / cargo control system to receive all container content information about a specific flight. This information is transmitted from the baggage / cargo control system to the portable device 140 at step 440. Thereafter, those steps 310-360 required to identify the container being loaded are performed. These steps will not be described again and instead, reference is made to the description of Figure 10 above. Subsequently, steps 390 to 410 of Fig. 10 are performed. These steps will not be described again and reference is again made to the discussion in Fig. 10 above.

Once the container content data has been stored on the wireless tag 50, the container 10 is ready to be loaded onto the aircraft. The aircraft may include a sensor on its cargo door to check whether or not the data has been stored on the tag 50, the date on which the data was stored on the tag 50 and / or the information identifying the flight stored on the ticket. If the information received from the tag 50 does not match the expected information, a cargo manager is alerted in one embodiment. Alternatively or additionally, the portable device 140 confirms to the baggage / cargo control system that the data on the contents of the container has been written to the tag 50 on the container 10. The baggage / cargo control system then verifies that the confirmation thereof was received for all containers to be loaded or loaded on the flight before allowing the flight to close. To this end, the portable device 140 is connected to the baggage / cargo control system of the originating airport.

Turning now to the processes following the arrival of an aircraft at the destination airport. During the unloading of a container 10, a portable device 140, used by a manager at the destination airport, is used to contact and establish a connection string with the containers 10 being unloaded from the aircraft, as shown in FIG. step 510 of the method 500illustrated in FIG. 12. The steps performed to establish the connection string may be the same as in steps 310 to 360 described above with reference to FIG. 10. They will therefore not be described again. in the actual context. Once the connection chain with a specific container has been established, the portable device 140 receives, in step 520, the container content data stored in the nonvolatile memory of the wireless tag 50 associated with the container 10. The transfer of this data is, in one embodiment, initiated by the portable device 140 which sends a request for transmission of data to the wireless tag 50. After receiving information on the contents of the container on the portable device 140, the received data are displayed on a screen of the portable device 140 by the GUI y of the portable device 140. It will be understood that it is not necessary for all the received data to be displayed in this manner. In a specific embodiment, only the information which the cargo manager needs to correctly handle the cargo in the container in question is displayed. For example, if the default action taken by the transfer manager after unloading a container from an aircraft is to transport the container to a cargo sorting center at the airport, then the information displayed in An embodiment is only information related to those cargo items that should be handled more urgently and which should not be delayed by an initial transfer to a decommissioning management area. For example, the portable device 140, when used on the aircraft's aircraft doors, may indicate to the manager the cargo items to be handled preferably immediately after unloading the aircraft container. The information displayed in this regard includes at least the information enabling the cargo manager to identify a specific item of cargo and information on the management required for that cargo item. The cargo identification information may include the identifier referred to in the left-hand column of Table 1, if the identifier allows the cargo handler to identify the cargo element 20, the unloading sequence mentioned in the right column of Table 1 and / or the type of cargo.

The aforementioned connection process to the wireless tag 50 on a container 10 can also be performed while the container 10 is, at the same time as other containers, still in the aircraft. In this situation, the unleader / portable device 140 may be able to connect to more than one wireless tag 50 at a time. In order to ensure that the information received from the tags 50 can be correctly assigned to a specific container, the tag 50 transmits its identifier and / or the container number to a read device, such as the portable device 140 querying the tag. 50. In this manner, a portable device 140 may be used by the cargo manager to interrogate the data stored in an accurate tag 50 or to systematically interrogate a series of tags 50. In this manner, the container holding a specific cargo item may -be more easily identified. In other words, the search for a specific cargo item can be customized. This is advantageous in situations where a specific cargo element must be localised, for example when it is desired to unload this cargo element from the aircraft.

FIG. 13 illustrates an embodiment of a method 550, in which the portable device 140 receives the information on the contents of the container in step 560. The steps associated with the connection to the tag 50 and the request for information have have been described in detail above and, while they are carried out in the process illustrated in this figure, they will not be described again in the present context. If a specific item of cargo needs to be identified but the necessary information is not available on the portable device 140, the portable device 140, in one embodiment, sends a request for additional identification information to the baggage / cargo control system. step 570. In step 580, the baggage / cargo control system provides additional identification information for portable device 140. This information can then be displayed on the portable device 140. The relevant information may include the type of shipments involved. , a type of baggage, such as the name of the manufacturer of the item, the type of item, for example whether or not the item is a hard shell or shell case, a backpack, a bag, the color of the item the item, any unusual and distinctive feature of the item, the name of the company shipping the goods or the courier, the type or nature of a container including the goods or mail, etc. In one embodiment, a photograph of the item of the cargo to be identified may be stored in the baggage / cargo control system or by a third party system to which the cargo control system has access. An image of this nature may have been provided by the owner of the cargo item prior to shipment or at the departure airport prior to departure. Any photograph may be provided by the baggage / cargo control system to the portable device 140 and displayed there for the cargo manager. A system that provides such data is disclosed in U.S. Patent Application No. 14 / 789,080 and European Patent Application No. 15290169.0. The emphasis is on the fact that nothing in the present invention is intended to undermine the portable device 140 must be used only at the support door of the aircraft. Instead, the portable device 140 can be used at all levels of the processes associated with loading and unloading the containers 10. In the same way, the portable device 140 can be used anywhere in the airport associated with such activities. The portable device can be configured to determine its own location in the airport in a well-known manner, for example by using GPS location techniques or by determining its location for analyzing the properties of available wireless communication networks. Alternatively, the portable device 140 may include a function that displays an input interface for its users, where the user is asked to provide location information.

In one embodiment, the portable device 140 simply displays information detailing the management of all cargo items in a specific container. In one embodiment, the portable device 140 is however configured to, based on the location information, display only the data that is relevant in the present context. The above description of limiting the display of data to items that need to be handled quickly when the containers just unloaded from the aircraft are to be processed is just one example.

The above description has largely focused on the information relating to the contents of the container in the format in which they were stored on the tag 50 before departure. As mentioned above, however, flight delays are not uncommon and sometimes cause passengers to change their travel plans, if it becomes difficult or impossible to get a connecting flight before departure. Of course, in other cases , passengers may voluntarily or at least for reasons unrelated to their current trip, change their travel plan. This may include a change relating to the connecting flight that is being used. The details of a system allowing said changes are provided in U.S. Patent Application No. 14/727 150 and in European Patent Application 15290143.5.

For a passenger to change his future flight plans during a current flight or on arrival (late) of the current flight, the passenger must go through the usual reservation that guarantees him a place on the new flight of correspondence desired. resulting on the details of the passenger match flight become available on the computer network of the airport of call. Fig. 14 shows a method 600 of displaying the updated update management information on a portable device 140. In step 610, the information stored in the nonvolatile memory of the wireless tag 50 is received. The detailed screen of which the portable device 140 and the tag 50 interact prior to the transmission of the data is described above and, while it is performed in the frame of the method 600, it is not described in detail again here. In step 620, the portable device 140 contacts the airport network and requests updated passenger information or cargo information related to a specific flight currently in progress. The process used for interaction between the portable device 140 and the airport network and / or remote servers connected to the airport network to establish the required connection string to receive this information is well known and will not be described in detail here. As part of step 620, the portable device provides information for the flight in question to be identified only on the network and / or remote servers connected to the airport network. It will be understood that, in making network reference, reference is made to the contact established with the computer device which is part of or which is connected to the airport network or to the connected sources of the airport network but which is outside the network. airport network (for example, an airline's passenger reservation system) and holds the updated information required. In step 630, the updated updated information is transmitted to the portable device 140.

It will be understood that steps 620 and 630 need not be performed, once the data has been received from the wireless tag 50. Instead, the tag data 50 can be received once the information is set. To date, the portable device 140 compares the data received from the wireless tag 50 to the updated information received. If the comparison determines that there is updated information about the items in the container being processed, then the portable device 140modifies the data received from the wireless tag 50, so that the modified data correctly reflects the bets. up to date. The updated data is then displayed to the manager on a display device of the portable device 140, at step 660, so that the cargo in the container can be handled appropriately, according to the updated data. Optionally, the modified data is transmitted to the tag 50 for storage by the portable device 140 in the same manner as described above, in steps 390 to 410 of FIG.

Reference is made to Figure 18, described in more detail below. It shows systems that may be part of the airport network or that may be in contact with the airport network, ie via the Internet or the VPN, for the purpose of updating / exchanging information. data with the portable device 140.

Fig. 15 shows a display screen 700 of a portable device 140, on which some or all data received from a wireless tag 50 on a container 10 is displayed to the cargo manager. As can be seen, the information displayed may include the bag label number (column710), the type of cargo (column 720), the color of the cargo (column 730), the downstream management information (column 740) where applicable, the applicable information identifying a flight for which the charge is to be transferred (column 750), the passenger trip class holding the cargo item in question (column 760) and the load sequence number (column 765) indicating the order in which lesac was loaded into the container 10.

In one embodiment, the information displayed on the display screen 700 may be modified by a user. In one embodiment, the rows may be rearranged so that they are presented in a user-determined order. Such an order can be determined by sorting the rows, so that the information in a specific column is alphabetically or numerically ascending or descending or grouped together, so that rows with identical entries in a specific column are presented next to one another .

Another way to change the information displayed is to filter the string so that only a subset of rows are displayed. One way to filter might be to display only rows that have a specific value or a range of values in a column specified by a user. Such a filtering is, in one embodiment, associated with the sorting described above.

The aforementioned filtering and / or sorting is / are performed with known ways which are not described in detail in the present invention. The portable device may include user input means to enable the user to initiate a desired sorting or filtering. Such user input means may take the form of a touch screen or any other user input means.

Although not essential, the rows relating to a specific type of downstream management information can be visually identified as being related to this same type of downstream management information. This is illustrated in Figure 14 via hatching and cross hatching, but it can preferably be implemented on a display screen of the portable device 140 using different colors based on different types of downstream management information. Any type of visual impairment applied on the screen preferably indicates the degree of urgency associated with the management of the cargo element. Row 770 shown in Figure 15, for example, relates to a cargo item in the most burdensome management group and can be displayed on a red background. The next group / urgent element has an example shown in row 780, can be presented on a different background or on a background of the same color but with a different intensity, provided that the groups are noticeable. The same goes for other groups. The group to be handled least urgently may for example be presented on a neutral background. While above reference is made to groups, it will be understood that it is not essential that the cargo elements having the same downstream management requirements are presented in the form of groups.

Of course, it will be understood that more or less information can be displayed on the screen. The invention is not specifically limited to the information elements indicated in this figure. In addition, it is envisaged, in a mode of realization, that only the elements of cargo requiring the same treatment or having the same degree of urgency are displayed simultaneously on the screen. The portable device may, for example, group all the cargo items in a container 10 to be transferred to match flights from one aircraft to another or all the cargo items in a container 10 that are to be transferred to the same connecting flight. from one aircraft to another, in a single display on a screen, so that cargo managers can first focus on these elements. Furthermore, the portable device 140 can provide an input means by which the cargo manager can confirm that the displayed items have been manipulated according to the instructions on the screen. Once the confirmation for all displayed items has been received, the deviceportable 140 can display the next group of cargo items to be processed. The next group may, for example, include all items of cargo in container 10 to be transferred from one aircraft to another to a different flight over all the cargo items to be transferred to other flights but for which it remains sufficient long enough for this transfer to pass through the transfer room. Cargo item groups can therefore be displayed after each other in order of urgency. The following displays may be displayed after receipt of the confirmation that all cargo items on a display have been manipulated via the GUI of the portable device 140.

In one embodiment, the data relating to the individual cargo items can be selected so that other information can be displayed on the screen. The selection of such data items may for example cause the portable device 140 to display a photograph of the item of hangover, if it is supplied to the portable device 140 in question with a number of the load sequences. The display of information in this way is particularly advantageous insofar as it allows the transfer managers to quickly identify the items to be handled quickly.

Fig. 16 displays a screen 1100 provided on a portable device 140 for indicating to a cargo manager the location in the container 10 where it is most likely to find a specific piece of cargo. As described, the information stored in the nonvolatile memory of the tag 50 may include loading sequence information indicating where the individual cargo container items are located. The order in which the loading positions are listed is known and may, for example, be a default frequency which, in the absence of any indication to the contrary, is known to be used for loading the containers. Alternatively, the unloading sequence can be a precise loading sequence specified by a ground handling company loading the containers 10, by an airport or by an airline company.

By knowing the number of the loading sequence, the location of the cargo element in question can be easily determined. In the screen illustrated in Figure 16, the cargo element is displayed at the presumed location, according to the load sequence number. All other cargo items can also be displayed or not, although if they are displayed, it is preferable that these other cargo items are displayed less visibly on the screen than the item that needs to be located. They can, for example, simply be presented in the form of transparent outlines, while the cargo element in question is presented with solid lines or, if available, in the form of a photograph. The container number 1110 may also be displayed on the screen to ensure that the cargo handlers are working on the correct container 50. Additionally, a 1120 photograph of the cargo item may be displayed on the screen 1100, if the cargo element is not identified by its photograph as mentioned above.

In addition, in order to allow the cargo managers to handle the shipment correctly and more quickly, the portable device 140 can not only display the information received from the wireless tag 50 but also transmit the information to the matching system upon arrival of the delivery mode. , including the baggage reconciliation system at the airport. In addition, this reconciliation system updates the pax / cargo systems. The luggage information is preferably sent to the baggage retrieval system as well as location information indicating the current location of the portable device 140 / container 10. Preferably, the cargo information transmitted by the portable device 140 to the system Inbound approach, introduced here, includes an indication of the action taken by the cargo manager with respect to the individual items of the item. In this way, the location of the individual cargo items is known from the arrival clearing system which transmits this location information to the pax notification system. This allows the retrieval system to inform intended consignees of the cargo items of their probable arrival time. For example, if a piece of baggage is to be physically / QTB transferred to the cargo door of a connecting flight, the flight crew of the match can be informed of any delay in the delivery of the baggage. In situations where baggage is being transferred to the baggage claim point, the Inbound Clearance System may display the probable arrival time of the baggage on the recovery mat.

The portable device can, when sending the information received from the wireless tag 50 (modified, if necessary, taking into account the available update information, as is the case in the arrangement described above). Reconciliation system, also group the cargo items into groups, into which they will be delivered to the reconciliation system, for example container parconteneur. In one embodiment, the reconciliation system then routes the different groups of baggage to different recovery mats to unclog the recovery mats and / or to allow the service of different travel classes on different recovery mats independent of each other.

The reconciliation system may no longer follow the location of a container in its progress through the airport. For this purpose, fixedly installed wireless transceivers establish a connection string with the wireless tags 50 in passing and while this connection exists, they receive at least one unique identifier of the tag 50 and / or the container 10. 50.This information is then transmitted to the baggage reconciliation system.The baggage reconciliation system knows the location of the transceiver, so that the information received from the transceiver enables day information on the expected arrival of baggage at their destination. In one embodiment, the reconciliation system displays up-to-date information for passengers waiting or provides similar information to the waiting connecting flight crew. In another embodiment, the reconciliation system sends the passengers an updated synchronization message, whenever the location of a container is determined in this manner. Such messages may be sent to the personal communication devices of passengers, for example. In one embodiment, the passengers are also informed of the recovery mat on which the luggage will arrive, in the same manner.

In addition, in one embodiment, the matching system associates the information received from the portable device 140 with the information acquired via the system described in US Patent Application No. 14/78980 and European Application Serial No. 15290169.0.

As well as the baggage reconciliation system receives up-to-date information on the location of the baggage, the portable device can send or the airport network or the server outside the airport network but connected to the airport network can transmit the information relating to the issue on the management systems of freight transport companies continue the cargo in real time.

The above process is shown in Figure 17. The process 850 includes transmitting the data from the wireless tag 50 to a tag reader. The tag reader may be the above-mentioned wireless device 140, a card reader permanently installed in the airport or, more simply, a card reader which only links the information of the tag sufficient to identify the tag without, in the same time, also read all the data on the content of the container, stored on the label. In step 860, the data is transferred from the tag 50 to the card reader. The steps required to establish the relevant connection chain between the tag 50 and the card reader are the same as those described above with reference to the portable device 140, so that these steps will not be repeated. In turn, the card reader transmits the information received to the reconciliation system, whether baggage or other cargo reconciliation system, at step 870. In turn, the retrieval system analyzes the received information and routes the data to those parties requiring the information by transmitting the relevant extracted data, at step 880.

It is emphasized that in the embodiment of FIG. 17 it is not necessary that the information received by the card reader of the wireless card 50 be displayed on the card reader. Of course, if the card reader is the portable device 140 used by the cargo managers in the manner described above, providing such a display is then advantageous. Conversely, however, if the card reader is a reader permanently installed in the airport to track the movements of the containers through the airport, then such a display is not required. Similarly, once the contents of the container are known, either because the data stored on the wireless tag 50 was read earlier and was provided to the reconciliation system or because the airport received the data. via a known pay service, it is not necessary to read the data on the wireless tag 50 again, so that, as described above, the simple reading of the tag identifier is sufficient to track the container and its contents.

Figure 18 illustrates several airport or third-party systems that affect / update the container labeling and the contents of the lists / used at an airport and stored on the wireless tags 50. The airport systems 900 provide updated flight information. This may include updated passenger information that requires the addition / removal of baggage information on / from a list of contents. Airport systems may also provide information as to whether a connecting flight has already departed or not, so that the management information on the content list of late arriving flights may be modified in the appropriate manner. The baggage reconciliation system provides the information required for container labeling and checklists to be collected at the airport of departure. It is provided with the container contents data at the arrival airport for processing, as described above.

The on-line baggage tagging system is described in U.S. Patent Application No. 14 / 789,080 and European Patent Application No. 15290169.0.

It provides information on baggage identification (such as an image of baggage) to portable devices in the manner described above.

The flight system is described in US Patent Application No. 14/727 150 and European Patent Application No. 15290143.5,

It provides updated information updates. This up-to-date travel information is used, in the manner described above, to update the management information in the portable device. Container labeling and content lists are also provided to the passenger notification system to enable passenger notification as described above.

The updated information may be available on a per-flight basis and, in one embodiment, the updated information is received on the portable device 140, so that all updated information related to a flight is available on the portable device 140 to the same time. The portable device 140 is configured to communicate the updated information relevant to the contents of a particular container 10 to the container 10 to be stored on the label 50 of the container, if and when the portable device 140 connects to the tag 50 of the container 10. .

Aircraft containers are uniquely identifiable, although containers are rarely lost and end up in airports where they are not expected or required. The embodiment of the above described container labeling, in one embodiment, provides the unique identifier of a wireless tag 50 to the container systems which follow the path of the containers each time the tag 50 of a container 10 is detected. Celapermet to provide updated information on the location of the containers. More generally, in one embodiment, the updated information is provided between individual components in the system shown in FIG. 18, whenever new updated information is available, along with an appropriate connection string between the source of the information. updated data and allentity requiring updating. The container labeling and content lists presented in Figure 17 can be implemented as a database that is connected to one or more of the other systems / databases presented in Figure 17 for data exchange and updating. day of data in the CTCL and / or other systems / databases. In this embodiment, the portable device 140 then simply communicates with the CTCL to acquire update information and / or to send updated information to the CTCL. An example in which the updated information is required is described above. It concerns changes to the passenger travel program that are communicated to the CTCL by in-flight systems. Conversely, the portable device 140 or, more generally, the readers around the airport provide information on the route of container 10 or the cargo in the airport to the CTCL for retransmitting the passenger notification system.

It will be understood that a server hosting the CTCL and storing its data will be configured to establish connections with other systems and databases in order to exchange updated information and, for this purpose, to execute the computer executable instructions which allow it to establish these connections. It will be understood that, instead of a server centrally holding the CTCL, the individual portable devices can understand and are capable of executing computer executable instructions for contacting one or more of the systems and databases presented in Figure 17 as being connected to the CTCL. Therefore, in one embodiment, the CTCL does not need to be hosted by a server but exists in the concept state only. In this embodiment, the portable device 140 contacts the systems and databases shown in FIG. 17 as being connected to the CTCL, individually or jointly, and provides the information acquired to these systems and databases or the updated or updated information required of its systems and databases in the same way or in a similar way as if it had requested this information from a server hosting the CTCL.

It will be understood that the CTCL is part of an airport arrival reconciliation system or, if such a system does not exist, would be an automated system that can form the basis of incoming baggage handling.

Once the container 10 has been unloaded, it is desirable that the data related to the cargo that was previously stored in the container 10 be deleted from the wireless tag 50 connected to the container 10 to avoid situations in which the data on the content the wrong container are inadvertently stored on the label 50, once the container 10 has been loaded for a first flight. It is preferred that a container 10 with a label 50 that does not contain any data on the contents of the container is shipped, rather than the container 10 being shipped with a tag 50 including incorrect information. Lafigure 18 includes a process 1000 to ensure that the wireless tag 50 is suppressed. This process is carried out by one of the 70/80 wireless label controllers 50 shown in FIG. 3 by executing the instructions implemented by a processor stored in a non-volatile memory of the tag 50, such as in the non-volatile memory 60 is shown in FIG. 3. The tag 50 draws the power required to implement this process using the 70/80 processor of an internal label battery. In step 1010, it is checked whether the delete command has been received on the wireless tag 50. If so, the process 1000 proceeds to step 1040 and clears all cargo related information from the memory nonvolatile 60 of the label 50. If no erase command was received, then theprocess checks, at step 1020, whether the current time H is subsequent to a arrival clash Known chopper of the flight that was supposed transport the container 10 carrying the tag 50 in question, plus one hour Hmarge authorized for treatment / management of the container 10 at the airport of arrival. The control of the time required to perform step 1020 can either be based on absolute synchronization information in situations in which the tag 50 has received a time reference before theft, for example from the portable device 140 at the time of storing information about the content of the container on the label 50 before departure.Alternatively, the label 50 can be configured to determine that the Hamve + Hmarge time period has been exceeded, if the time (as controlled by the label 50), since the last written on the label, exceeds the known estimated flight time, stored on the label plus Hmarge · If it is determined that H> Harrivée + Hmarge, then the process proceeds to step 1040 to delete the data as described above. Otherwise the process goes to step 1030 In step 1030, the label checks whether the time H has elapsed since the data of the label 50 were read for the last time by a reading device at the destination airport exceeds the threshold time HSeuii · If this were the case, the process would then proceed to step 1040, the data erasure step described herein. On top of that, process 1000 resumes at the beginning for another cycle of checks. It will be understood that step 1030 can only be reliably performed if a reader transmits information about the airport in which it is being used. The 70/80 processor is configured to check this information. If this information has not been transmitted to the tag 50, when the tag 50 has been read for the last time, then the process 1000 resumes at the beginning.

It should be understood that steps 1010, 1020 and 1030 need not be performed in the order shown in FIG. 18 and may instead be performed in a different order.

It will also be understood that the process 1000 shown in FIG. 18 is not to be performed continuously, and in one embodiment, the 70/80 processor is in a state of old / in power saving mode for a predetermined period of time. In this state, the only operation performed by the processor 70/80 is the control of an internal timer to ensure that the processor 70/80 is reactivated to execute the process 1000 again after the end of the predetermined idle period.

In general, the subroutines executed to implement the embodiments of the invention, whether integrated in an operating system or a specific application, a component, a program, an object, a module or a sequence of instructions , or even a subset of them, may be referred to herein as "computer program code" or simply "program code". Program code typically includes computer readable instructions that reside at various times in a variety of memory and storage devices in a computer and, when read and executed by one or more processors in a computer, cause the computer to perform the operations necessary for the execution of operations and / or elements appropriate for the implementation of the different aspects of the embodiments of the invention. Computer-readable program instructions for performing the operations of the embodiments of the invention may be, for example, assembly language, source code, or object code written in combination with one or more programming languages. .

Various encoded programs described herein can be identified according to the application in which they are implemented in specific embodiments of the invention. However, it will be appreciated that any nomenclature of a particular program in the following is used solely for convenience. As the invention can not be limited to a single use in any specific application identified and / or implied by said nomenclature. Moreover, in view of the generally infinite number of ways in which computer programs can be organized according to subroutines, procedures, methods, modules, objects, and so forth, as well as the various ways of assigning program functionality among various layers of software that are resident in a typical computer (eg, operating systems, libraries, program application interfaces [APIs], applications, short applications [applets], etc.), it should be noted that Embodiments of the invention are not limited to the specific organization or assignment of program functionality as described herein.

The encoded program implemented in any application / module described herein may be distributed individually or collectively as a program product in various forms. In particular, the encoded program may be distributed using a computer readable storage medium having computer readable program instructions per se allowing a processor to perform aspects of the embodiments of the invention.

Storage media, which are inherently non-transitory, machine-readable, may include volatile, nonvolatile, removable and non-removable tangible media, implemented in any information storage method or technology such as computer readable program instructions, structures data, program modules or other data. Computer readable storage media may further include random access memory (RAM), read only memory (ROM), read only, programmable and erasable memory (EPROM), electrically erasable programmable read only memory (EEPROM), flash memory, or other solid-state storage media, a portable compact disc with read-only memory (CD-ROM) or other optical storage, magnetic cassettes, magnetic tapes, magnetic disk storage devices or other magnetic storage devices or any other medium that can be used to store the desired computer-readable information. A computer-readable storage medium can not be interpreted as transient signals per se (eg, radio waves or other propagating electromagnetic waves, other electromagnetic waves propagating through a transmission medium such as a guided guide). waves or electrical signals transmitted by cable). Computer-readable program instructions may be downloaded to a computer, another type of programmable data-processing apparatus, or to any other device from a computer-readable storage medium, to an external computer, or to an external storage device. a network.

The computer readable program instructions, stored on a computer-readable medium, can be used to bring a computer, other types of programmable data processing apparatus or other devices to work in a particular way, such as instructions. stored on a computer-readable medium produces a manufacturing element comprising instructions that implement the functions, actions, and / or operations specified in the flowcharts, sequence diagrams, and / or block diagrams. The computer program instructions may be provided to one or more processors of a general purpose computer, a dedicated computer or other programmable data processing apparatus for producing a machine, so that the instructions that are executed at Using one or more processors, perform a series of calculations to implement the functions, actions, and / or operations specified in flow charts, block diagrams, and / or block diagrams.

In some alternative embodiments, the functions, actions, and / or operations specified in the flowcharts, sequence diagrams, and / or block diagrams may be reordered, serially processed, and / or processed concurrently in accordance with the modes. embodiment of the invention. In addition, any flow chart, block diagram, and / or block diagram may include more or less blocks than those illustrated in accordance with the embodiments of the invention.

Although the invention is illustrated by a description of various embodiments, and although these embodiments are described in great detail, the applicant does not intend to restrict or limit, in any way whatsoever, scope of the claims attached to such details. Additional advantages and modifications will be readily apparent to those skilled in the art. Thus, the invention in a broader perspective is not limited to the specific details, the representative process and apparatus, and the illustrations shown and described as examples. Therefore, it is possible to move away from these details without departing from the spirit or scope of the Applicant's general inventive concept.

Claims (5)

A cargo management system (100) at an airport, wherein the system comprises: a mobile reader (140) configured to connect to wireless readable memory devices (50) provided on the containers of an aircraft (10) ,the memory devices (50) storing the downstream management information relating to the individual cargo items stored in the container, the mobile reader being configured to wirelessly communicate with each memory device (50) using a communication protocol taken supported by the memory device (50); the mobile reader being further configured to display said downstream management information. The cargo management system of claim 1, wherein the mobile sensor (140) is configured to use Bluetooth technology and to connect to the wireless readable memory device. A cargo management system according to claim 1 or 2, wherein at least a portion or all the cargo in the containers (10) is comprised of baggage and wherein the mobile reader (140) is configured to display the downstream management information provided. up-to-date updated management information created by consolidating the downstream management information with the updated passenger destination information. The cargo management system of claim 3, wherein the mobile sensor (140) is further configured to receive updated passenger information from a passenger control information system at the airport and for grouping said information in the mobile reader 5. The cargo management system according to claim 3 or 4, wherein said reader (140) is configured to read destination destination information associated with luggage in a container from said readable memory device without wire (50) of the container, for comparing the information on the destination of the passengers read with the updated information and acquired on the destination of the passengers and when the comparison notes a difference, for changing the downstream management information relating to said baggage. The cargo management system according to any one of claims 3 to 5, wherein the system is further configured to receive an update of passenger destination information from an aircraft in flight. The cargo management system according to any one of claims 3 to 6, wherein said mobile reader (140) is configured to connect to a passenger control information system using Wi-Fi. cargoes according to any one of the preceding claims, wherein the airport comprises a plurality of readers configured to wirelessly detect the presence of said memory devices (50) and to update information indicating the most recent location of said container in a base data at the time of said wireless detection. A cargo management system according to any one of the preceding claims, wherein the airport comprises a plurality of readers configured to detect the presence of said wireless memory devices (50) for reading the data stored in said memory device and to update the information indicating the most recent location of the cargo items detailed in said data in a database at the time of said reading. Cargo management system according to one of the preceding claims, characterized in that the mobile reader is a reading device. Cargo management system (100) according to one of the preceding claims, characterized in that the system comprises: in a luggage loading area, an input device for entering information on the cargo elements loaded into a container. (10) anda writer configured to wirelessly connect to a memory device (50) on the container and to transmit said information to said memory device and store it; the cargo management system being configured to check whether, before closing the flight of an aircraft, the memory devices on all the containers loaded in the aircraft have stored the information or not. 12. A method of cargo management at an airport, the method comprising: the wireless connection with a mobile reader (140) to memory-readable devices (50) provided on the containers of an aircraft, the memory devices storing the information of downstream management on individual cargo items stored in the container; displaying said management information on a screen of said reader; andtransferring said individual cargo elements in accordance with the downstream management information. A method according to claim 12, wherein at least a portion of the baggage allowance is baggage, the method furthercomprising, on the mobile reader (140), updated passenger destination information, for aggregating the downstream management information with the updated passenger destination information to create the updated downstream management information and to display the updated downstream management information. 14. A method according to claim 13, wherein the airport comprises a control system configured to receive an update of the information on the destination of the passengers from an aircraft in flight. A method according to claim 12 or 13, further comprising updating an airport control system to record the last known location of a container or cargo items in the container (10) at the time of shipment. detecting the presence of said memory device by one or more receivers located in the airport.