JP7330409B1 - dolly system - Google Patents

Abstract

An object of the present invention is to reduce the burden on a worker when handling cargo using a dolly. A dolly system includes a plurality of dollys and a controller. Each of the plurality of dollys has a loading surface on which the cargo is placed, and a transfer drive device that transfers the cargo to another dolly based on a signal from the controller. The plurality of dollys includes one or more first dollyes that are cargo transfer points for cargo loaders. The first dolly has a rotary drive device that horizontally rotates the mounting surface of the first dolly based on a signal from a controller. [Selection drawing] Fig. 1

Description

The present disclosure relates to dolly systems.

A dolly is one of ground support equipment (GSE) for aircraft ground handling. A dolly is a piece of equipment for transporting cargo on an aircraft. Examples of dolly include a container dolly for transporting containers (see Patent Document 1) and a pallet dolly for transporting pallets (Patent Document 2).

In loading and unloading cargo on an aircraft, a cargo loader such as a high-lift loader is attached to a cargo loading port in the cargo compartment of the aircraft. A cargo loader is equipment for machine-side work attached to an aircraft for loading and unloading cargo.

Cargo to be loaded onto the aircraft is conveyed to the cargo loader by the dolly. Cargo on the dolly is manually transferred to the cargo dolly. The cargo loader transports the cargo transferred from the dolly to the cargo compartment of the aircraft. Cargo unloaded from the aircraft is unloaded from the cargo compartment and carried to the dolly by the cargo loader.

Patent document 3 discloses a trailer for transporting an air container. The trailer for transporting an air container in Patent Document 3 loads and unloads an air container from the vehicle body width direction via a dolly and transports it through a road outside the airport, and is not a dolly.

JP-A-11-348840 JP 2008-230404 A JP 2021-133865 A

Conventionally, the handling of cargo in the dolly has been done manually, and there is a problem that the burden on the operator is heavy. For example, a worker needs to perform a forceful operation such as manually pushing a cargo on a dolly. In general, one cargo weighs several hundred kilograms or more, which places a heavy burden on workers.

Therefore, it is desirable to reduce the burden on workers when handling cargo using a dolly.

One aspect of the present disclosure is a dolly system. The disclosed dolly system is used to transport cargo on an aircraft and transfer the cargo to and from a cargo loader mounted on the aircraft.

The disclosed dolly system may comprise a plurality of dollys connected in series via linkages, and one or more controllers for controlling the plurality of dollys. Each of the plurality of dollys has a mounting surface on which the cargo is to be mounted, and based on a signal from the controller, the cargo mounted on the mounting surface is connected adjacent to the dolly. and a transfer driving device that generates a driving force for transferring to another dolly.

The plurality of dollys may include one or more first dollyes that are cargo transfer points for the cargo loader.

The first dolly horizontally rotates the loading surface of the first dolly based on a signal from the controller, thereby changing the orientation of the cargo placed on the loading surface and transferring the cargo. A rotary drive device for changing the transfer direction by the drive device may be provided.

Further details are described as embodiments below.

FIG. 1 is an explanatory diagram of a dolly system according to an embodiment. FIG. 2 is a plan view of the dolly system and cargo loader, and plan and sectional views of the cargo compartment. FIG. 3 is a data structure diagram showing mounting data. FIG. 4 is a hardware configuration diagram of the dolly system, cargo loader, and the like. FIG. 5 is an explanatory diagram of the second dolly. FIG. 6 is an explanatory diagram of the first dolly. FIG. 7 is an explanatory diagram of the first dolly. FIG. 8 is an explanatory diagram of the cargo loader. FIG. 9 is a flowchart of loading/unloading processing. FIG. 10 is an explanatory diagram showing an example of unloading. FIG. 11 is an explanatory diagram showing an example of unloading. FIG. 12 is an explanatory diagram showing an example of mounting. FIG. 13 is an explanatory diagram showing an example of mounting.

<1. Overview of dolly system, etc.>

(1) A system according to an embodiment may be a dolly system that is used to transport cargo on an aircraft and transfers the cargo to and from a cargo loader attached to the aircraft. A dolly system according to embodiments may include a plurality of dollys connected in series via a coupling and one or more controllers controlling the plurality of dollys.

Each of the plurality of dollys has a mounting surface on which the cargo is to be mounted, and based on a signal from the controller, the cargo mounted on the mounting surface is connected adjacent to the dolly. and a transfer driving device that generates a driving force for transferring to another dolly. In this case, the cargo can be transferred to another dolly by the transfer drive device, thereby reducing the load on the operator.

The plurality of dollys may include one or more first dollyes that are cargo transfer points for the cargo loader. The first dolly horizontally rotates the loading surface of the first dolly based on a signal from the controller, thereby changing the orientation of the cargo placed on the loading surface and transferring the cargo. A rotary drive device for changing the transfer direction by the drive device may be provided. In this case, the orientation of the cargo can be changed by the rotary drive device, thereby reducing the load on the operator.

(2) The plurality of dollys may include one or more second dollys that are not the transfer point. The one or more controllers may be configured to perform loading and/or unloading operations for dolly control. The loading process may include controlling the transfer drive device of at least the second dolly so that the cargo placed on the second dolly is transferred to the first dolly. The unloading process includes controlling at least the transfer drive device of the first dolly so that the cargo transferred from the cargo loader to the first dolly is transferred to the second dolly. obtain. In this case, loading or unloading of cargo becomes easier.

(3) The plurality of dollys may include one or more second dollys that are not the transfer point. The one or more controllers may be configured to perform loading and/or unloading processes for control of the dolly. The loading process controls the transfer drive device of at least the second dolly so that the cargo placed on the second dolly is transferred to the first dolly, and the cargo is transferred to the first dolly. When the sensor that detects that the cargo is placed detects that the cargo has been transferred to the first dolly, the transfer direction is directed toward the cargo loader positioned to the side of the first dolly. and controlling the rotation drive device to transfer the cargo transferred to the first dolly to the other aircraft support equipment after the transfer direction is directed toward the cargo loader. It may include controlling the transfer drive. The unloading process controls the rotation drive device so that the transfer direction is directed toward the cargo loader located on the side of the first dolly, and the cargo is placed on the first dolly. When the sensor detecting that the cargo has been transferred from the cargo loader to the first dolly is detected, the rotary drive device is controlled so that the transfer direction is directed to another adjacent dolly, and the transfer controlling the transfer drive device of at least the first dolly in order to transfer the cargo transferred to the first dolly to the second dolly after the loading direction is directed to another adjacent dolly; can contain. In this case, loading or unloading of cargo becomes easier.

(4) In the loading process, the controller transmits data used for controlling the rotation of the cargo in the cargo loader to the controller of the cargo loader; and/or receiving data used to control rotation by the drive. In this case, the cargo can be rotated in cooperation with the cargo loader.

(5) In the loading process, the one or more controllers include cargo data for identifying one or more cargoes placed on the plurality of dollys, and cargo data to be loaded on the aircraft. The transfer drive device can be controlled based on the mounting instruction data indicating the position. In this case, the controller can identify the cargo transfer order and the transfer drive device to be operated according to the position where the cargo is to be loaded.

In the loading process, the one or more controllers include cargo data (cargo identification data) for identifying one or more cargo placed on the plurality of dollys, The transfer drive device and the rotation drive device can be controlled based on the mounting instruction data indicating the position to be loaded.

In the loading process, the one or more controllers include cargo data (cargo identification data) for identifying one or more cargo placed on the plurality of dollys, The lock drive of the dolly may be controlled based on the mounting instruction data indicating the position to be placed. In this case, the controller can identify the lock to operate and operate the lock appropriately depending on the position where the cargo is to be loaded.

(6) In the loading process, the controller performs the rotation based on data indicating the orientation of the cargo loaded on the dolly and loading instruction data indicating the position where the cargo should be loaded on the aircraft. The direction of rotation by the drive can be controlled. In this case, the rotary drive device can be operated appropriately according to the position where the cargo is to be loaded.

(7) In the unloading process, the controller may control the direction of rotation by the rotary drive based on data identifying the orientation of the cargo on the cargo loader. In this case, the cargo can be rotated to the appropriate orientation.

(8) Each of the plurality of dollys includes a lock for fixing the cargo placed on the placement surface, and a lock driving device for causing the lock to perform a locking operation and an unlocking operation based on a signal from the controller. and can be provided.

The lock may be configured to lock the cargo in a position adapted to the size of the cargo. The controller controls the lock driving device based on data for identifying the size of the cargo placed on the placement surface so that the cargo is locked at a position that matches the size of the cargo. can.

The controller may control the direction of rotation by the rotary drive device based on position identification data for identifying whether the cargo loader is positioned on the right side or the left side of the first dolly.

A dolly according to an embodiment is a dolly used in conjunction with another dolly for transporting cargo on an aircraft. The dolly has a loading surface on which the cargo is placed, and a transfer driving device that generates a driving force for transferring the cargo placed on the loading surface to the other connected dolly. and a controller that controls the transfer drive device and that can communicate with a controller of the other dolly. A dolly system or dolly according to embodiments may include a controller that controls operation of the dolly system or dolly. A dolly system or dolly may be able to communicate with the loader's controller. A loader according to embodiments may comprise a controller that controls the operation of the loader. The loader controller may be able to communicate with the dolly system or dolly controller.

The dolly may be equipped with the aforementioned rotary drive. The dolly is preferably configured such that the mounting surface can be horizontally rotated by human power. The dolly is preferably constructed so that the cargo placed on the placement surface can be transferred in the transfer direction by human power.

<2. Examples of dolly systems, etc.>

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

Figures 1A and 1B illustrate a dolly system 100 according to an embodiment. The dolly system 100 is configured by connecting a plurality of dollys D1, D2, D3, D4, D5, and D6 in series in the longitudinal direction. Each dolly D 1 , D 2 , D 3 , D 4 , D 5 , D 6 is, by way of example, non-self-propelled and towed by a towing vehicle such as a towing tractor 150 while coupled. The dolly may be self-propelled. The towing tractor 150 is steered by a human driver, as an example. The towing tractor 150 may be self-operated and unmanned and self-driving.

In the illustrated dolly system 100, the dolly closest to the towing tractor 150 is labeled D1, D2, D3, D4, D5 and D6. The illustrated dolly system 100 is configured with six dollys coupled together, but may be configured with less than six dollys or greater than six dollyes coupled together. That is, the number of dolly connections is not particularly limited. Also, each of the plurality of dollys is configured to be coupled and uncoupled from other dollys or towing tractors.

Hereinafter, in the dolly system 100, the longitudinal direction, which is the dolly connecting direction, is defined as the Y direction, the towing tractor 150 side is defined as the front side, and the opposite side is defined as the rear side. A direction (horizontal direction) perpendicular to the X direction on a horizontal plane is defined as a Y direction. When the dolly system 100 is viewed from the rear side to the front side, the left side is referred to as the left side, and the right side is referred to as the right side. Note that the horizontal plane is the XY plane. Also, the up-down direction (vertical direction) is defined as the Z direction. The Z direction is orthogonal to the X and Y directions.

Cargoes 1, 2, 3, 4, 5 and 6 can be placed on the dolly D1, D2, D3, D4, D5 and D6, respectively. Although only one cargo is placed on one dolly in FIGS. 1A and 1B, a plurality of cargo may be placed on one dolly.

In embodiments, a cargo is, for example, a Unit Load Device (ULD). A ULD is an aircraft-specific storage facility. ULD is standardized by the International Air Transport Association (IATA).

ULDs include, by way of example, containers and pallets. A pallet is a plate-like ULD on which transportation items such as cardboard boxes are loaded. The goods loaded on the pallet are covered with a special net. The net secures the transport to the pallet. The pallets are standardized in size to fit the size of the floor of the cargo hold of aircraft 300 .

A container is a box-shaped ULD in which goods are loaded. In the following description, a container is taken as an example of cargo, but the cargo may be a pallet or other cargo.

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

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

A plurality of containers 1, 2, 3, 4, 5, 6 are placed on the dolly system 100 so that the faces A with the openings face the same direction. In FIGS. 1A and 1B, as an example, the surface A is placed so as to face the left side of the dolly system 100 . Since the faces A of the containers placed on the dolly system 100 are oriented in the same direction, a plurality of containers 1, 2, 3, 4, 5, and 6 can be loaded in the airport unloading area. It becomes easy to put in and take out transported goods.

As an example of the container shape, there are three types: a rectangular parallelepiped shape, a shape having a lower inclined surface S only on one side in the longitudinal direction (Y direction) of the container, and a shape having lower inclined surfaces on both sides in the longitudinal direction (Y direction) of the container. be. Hereinafter, a shape having a lower inclined surface S on only one side in the longitudinal direction is referred to as a one-side overhang, and a shape having lower inclined surfaces on both sides in the longitudinal direction is referred to as a double-sided overhang. In FIGS. 1A and 1B, containers 1, 2, 3, 4, 5, and 6 with overhangs on one side are shown as an example.

The single overhang and the double overhang are for conforming to the shape of the cargo hold 310 of the aircraft 300 . FIG. 1D shows two single-overhang containers 1 and 2 arranged side by side in a cargo hold 310 of an aircraft 300 . As shown in FIG. 1(D), the containers 1 and 2 are arranged such that the lower inclined surfaces S are located on both the left and right sides of the aircraft 300 . For example, in FIG. 1(D), the container 1 loaded on the left side of the cargo compartment 310 has the lower inclined surface S on the left side, and the container 2 loaded on the right side of the cargo compartment 310 has the lower inclined surface S on the right side. It is in. This arrangement places the containers 1, 2 along the shape of the cargo hold 310 of the aircraft 300, increasing loading efficiency. In the arrangement of FIG. 1(D), for example, if the surface A of the container 1 faces the rear of the aircraft 300, the surface A of the container 2 must face the front of the aircraft 300. .

Thus, when loading a container with a one-sided overhang on the aircraft 300, it is necessary to properly orient the container according to the position where the container is loaded.

As shown in FIG. 2, aircraft 300 may include, by way of example, a forward cargo compartment 310 and an after cargo compartment 320 . The rear cargo compartment 320 is behind the forward cargo compartment 310 . Cargo compartments 310 and 320 are provided inside the fuselage of airframe 301 . The entrance for loading cargo into forward cargo hold 310 may be referred to as forward cargo entrance 302A. As shown in FIG. 1(C), the forward cargo loading port 302 is located forward of the main wing 303, for example. A loading port for loading cargo into the rear cargo compartment 320 can be referred to as a rear cargo loading port 302B. As shown in FIG. 1(C), the rear cargo inlet 302B is behind the main wing 303, for example. Loading ports 302A and 302B may also be used for loading cargo. The number of cargo entrances provided in aircraft 300 may be one or plural.

The front cargo inlet 302A and the rear cargo inlet 302B are generally provided on the right side of the fuselage 301 . The right side of the aircraft 301 is the right side of the aircraft 301 when viewed forward from the back of the aircraft 300 .

Cargo loading positions are set in the cargo compartments 310 and 320 . For example, in the cargo compartments 310 and 320 of FIG. 2, a plurality of two cargoes arranged side by side can be loaded in the front-rear direction. Each loading position is loaded with one cargo (eg, one container or one pallet). Each mounting position is provided with a symbol indicating the mounting position. For example, the forward cargo bay 310 has 18 loading positions, each loading position being 11L, 11R, 12L, 12R, 13L, 13R, 14L, 14R, 21L, 21R, 22L, 22R, 23L, 23R. , 24L, 24R, 25L and 25R. In addition, the rear cargo compartment 320 has 14 loading positions, each of which has 31L, 31R, 32L, 32R, 33L, 33R, 41L, 41R, 42L, 42R, 43L, 43R, 44L, and 44R. symbol is given.

As shown in FIG. 2, when there is little extra space in the cargo compartments 310 and 320, when loading cargo, the cargo compartments 310 are placed in order from the cargo to be loaded at the farthest loading position from the carry-in ports 302A and 302B. , 320.

Which cargo is to be loaded in which loading position is prepared in advance as a loading plan. The mounting plan can be generated by the server 400, which will be described later, as mounting data 401 (mounting instruction data). Onboard data 401 may be generated by a server at the departure airport of aircraft 300 . The generated onboard data 401 may be transmitted to a server at the arrival airport of the aircraft 300 . Onboard data may be used to transport cargo at either or both departure and arrival airports.

FIG. 3 shows an example of the mounting data 401. As shown in FIG. Loading data 401 in FIG. 3 indicates loading positions of cargo in the front cargo compartment 310 of aircraft 300 whose model is "xxxx". The loading data 401 includes loading position data 401B indicating the loading position in the forward cargo compartment 310. FIG. Note that the loading data 401 in FIG. 3 does not show the loading position 13R where no cargo is loaded among the loading positions in the front cargo compartment 310 shown in FIG.

On-board data 401 has "ULD-ID" 401C. "ULD-ID" 401C is an ID (identification code) for identifying each cargo, and here indicates the ID (identification code) of ULD as cargo. The “ULD-ID” 401C is represented in the format of XXXnnnnnYYY, for example.

XXX is the IATA ID CODE of the shipment. The IATA ID CODE is a 3-letter code consisting of a 3-letter alphabet and indicates information about the shipment.

The first character of XXX indicates the type of cargo. For example, the first character of XXX indicates whether the cargo is a container or a pallet. More specifically, if the first character of XXX is, for example, "A", it indicates "container (with airworthiness certification)", and "D" indicates "container (without airworthiness certification)", An "R" indicates a "refrigerating container (certified airworthiness)", and a "P" indicates a "pallet (certified airworthiness)". The first character of XXX also includes "M", "R", etc., indicating a special container (SPECIAL CONTAINER).

The second character of XXX indicates the base size of the ULD. For example, if the first two characters of XXX are "A", it indicates "8 x 125", "K" indicates "60.4 x 61.5", and "L" indicates " 60.4×125”, and “M” indicates “96×125”. Note that the size unit here is inch.

The third letter of XXX indicates the shape of the ULD (and where it can be mounted on the aircraft). If the first three characters of XXX are, for example, "E" or "N", it indicates a one-sided overhang, "H" or "F" indicates a two-sided overhang, and "P" indicates a rectangular parallelepiped. indicates

nnnnn is a serial number consisting of 5 or 4 digits. YY is a two-letter code (owner code) indicating the owner of the cargo. For example, for NH, the holder is All Nippon Airways. Serial numbers are assigned by the holder of the ULD.

For example, if the ULD-ID is AKE12345NH, the container has a one-sided overhang, a bottom size of 60.4×61.5 [inch] (certified airworthiness), and the serial number is 12345. , indicates that the holder is All Nippon Airways. Note that the ULD type of the container with the ULD-ID of "AKE" is "LD-3". A ULD-ID of a container whose ULD type is "LD-4" is "DQP".

In the mounting data 401, a mounting position 401B is associated with a "ULD-ID" 401C. For example, loading data 401 in FIG. 3 indicates that a cargo with a ULD-ID of DKN48611NH should be loaded at loading location 14L. Similarly, the loading data 401 in FIG. 3 indicates the ULD-IDs of the cargoes to be loaded on 14R, 21L, 21R, 22L and 22R. In practice, ULD-IDs are also associated with 11L-13L and 23L-25R, but are omitted in FIG. 3 for the sake of simplification.

The loading data 401 in FIG. 3 are grouped by one or a plurality of cargoes transported by one dolly system 100 . Mounting data 401 has an ID 401A (group identifier) indicating a group. For example, cargo loaded on 11L to 13L is grouped as ID=#11, cargo loaded on 14L to 22R is grouped by ID=#12, and cargo loaded on 23L to 25R. are collected as a group with ID=#13.

Onboard data 401 may have shipment data 401D associated with "ULD-ID" 401C. Shipment data 401D indicates the type of goods being transported by the ULD, for example, the type of contents of a container or the type of load on a pallet. Shipment data 401D indicates that the shipment is, for example, baggage, cargo other than baggage, or empty (no cargo). "Cargo" shown in FIG. 3 indicates that the transported item is "cargo other than baggage."

Onboard data 401 may have a "dory ID" 401E associated with a "ULD-ID" 401C. The "dory ID" 401E indicates which of the plurality of dollys constituting the dolly system 100 the cargo indicated by the ULD-ID should be placed, or (after the cargo is placed on the dolly). ) indicates where it is placed. In FIG. 3, D1 to D6 are shown as "dolly ID" 401E. D1 to D6 in FIG. 3 correspond to the respective dolly symbols D1 to D6 in FIGS. 1(A) and 1(B). For example, the cargo "DKN48611NH" loaded at the loading position 14L is placed on the fifth dolly D5 from the front of the dolly system 100. FIG.

The mounting data 401 can have mounting order data 401F. The loading order data 401F indicates the order in which the cargo indicated by the ULD-ID is carried into the cargo compartment of the aircraft (the order in which the cargo passes through the loading port). As an example, the loading data 401 in FIG. 3 indicates that the cargo loaded on the dolly D1, the dolly D2, the dolly D3, the dolly D4, the dolly D5, and the dolly D6 should be carried into the cargo compartment in this order. showing. It should be noted that the order of loading does not have to be from the top cargo of the dolly system 100, and may be loaded from the middle of the dolly system 100 in the longitudinal direction (for example, the cargo of the dolly D3) first. In addition, although FIG. 3 shows the loading order within group ID=#12, the loading order for the entire cargo compartment 310 may be shown.

As described above, when loading cargo, it is necessary to carry into the cargo compartments 310 and 320 in order from the cargo to be loaded at the loading position farthest from the carry-in ports 302A and 302B. is determined according to the mounting position of the It should be noted that which dolly the cargo is to be placed on can be determined in consideration of the loading order.

In the loading data 401, the loading order data 401F does not need to exist as an explicit data item. may be

As shown in FIG. 1(C), cargo loader 200 is attached to cargo inlets 302A and 302B of aircraft 300 when loading and unloading cargo from aircraft 300 . The cargo loader 200 can configure the cargo loading/unloading system 10 according to the embodiment together with the dolly system 100 . Here, “mounting” is sufficient if cargo loader 200 is close to aircraft 300 to the extent that cargo can be transferred between cargo compartments 310 and 320 and cargo loader 200, and cargo loader 200 and aircraft 300 are physically connected. need not be physically connected.

Cargo loader 200 is, for example, a high lift loader. A high lift loader is also called a lower deck cargo loader. Cargo loader 200 may be a main deck cargo loader or other cargo loader.

As shown in FIG. 1C, when the dolly system 100 is brought close to the high lift loader 200 attached to the forward cargo entrance 302A, as an example, the towing tractor 150 moves from the front of the aircraft 300 toward the rear. proceed to Therefore, when the dolly system 100 reaches the position of the high lift loader 200 , the cargo loader 200 is positioned on the right side of the dolly system 100 . In this case, cargo is transferred between the dolly system 100 and the cargo loader 200 on the right side of the dolly system 100 .

Also, when the dolly system 100 is brought close to the high lift loader 200 attached to the rear cargo entrance 302B, as an example, the towing tractor 150 advances forward from the rear of the aircraft 300 . Therefore, when the dolly system 100 reaches the position of the loader 200 , the loader 200 is positioned on the left side of the dolly system 100 . In this case, cargo is transferred between the dolly system 100 and the loader 200 on the left side of the dolly system 100 .

As such, the loader 200 may be positioned on the left or right side of the dolly system 100 . In other words, whether the loader 200 is positioned on the left or right side of the dolly system 100 is case-by-case.

The dolly system 100 of the embodiment can automatically transfer cargo within the dolly system 100 . That is, the dolly system 100 can automatically transfer the loaded cargo between the dollys that are connected. In this way, the dolly system 100 has an automatic transfer function for loaded cargo. The automatic transfer function generates driving force for transferring cargo. Therefore, according to the dolly system 100 of the embodiment, cargo can be transferred from one dolly among a plurality of connected dollys to another dolly without manually pushing the loaded cargo. Therefore, the burden on the worker is reduced.

The ability to transfer cargo on dolly system 100 allows a dolly to typically be utilized as a transfer point for loader 200 . That is, cargo placed on another dolly can be transferred to the loader 200 via the transfer point. For example, in FIG. 2, dolly D3 is parked near loader 200 and serves as a transfer point to loader 200 .

In this case, while the dolly D3, which is the transfer point, is brought close to the loader 200 and stopped, the cargoes 4, 5, and 6 placed on the dolly D4, D5, and D6, which are not the transfer point, are transferred via the dolly D3. and can be transferred to the loader 200 . Therefore, in order to transfer the cargoes 4, 5 and 6 on the dollys D4, D5 and D6 to the loader 200, the towing tractor 150 is driven so that the dollys D4, D5 and D6 approach the loader 200 in order. The system 100 does not need to be repositioned or operated less often. As a result, the workload of the tow tractor 150 operator is reduced. For example, the driver whose work load has been reduced can use the terminal 500 to operate the dolly system 100 and the like as a worker P1, which will be described later. As a result, it is possible to reduce the number of people required for loading and unloading cargo.

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

The dolly system 100 of the embodiment can automatically horizontally rotate a cargo placed on the dolly. That is, the dolly system 100 has an automatic rotation function for the loaded cargo. An auto-rotation function generates the driving force to rotate the cargo. Therefore, according to the dolly system 100 of the embodiment, there is no need to manually rotate the cargo. As a result, the burden on the operator is reduced.

By rotating the cargo, it is possible to cope with a case where the cargo is oriented differently when loaded on the aircraft 300 and when it is placed on the dolly. For example, the bottom longitudinal direction of the cargoes 1 , 2 , 3 , 4 , 5 placed on the dolly system 100 faces the front-rear direction of the dolly system 100 . On the other hand, the bottom longitudinal direction of cargoes 1 , 2 , 3 , 4 , 5 mounted on aircraft 300 faces the horizontal direction of aircraft 300 . The loader 200 then needs to transport the cargo to the cargo compartments 310 and 320 in the orientation for loading onto the aircraft 300 .

Therefore, when transferring cargo between the dolly system 100 parked parallel to the aircraft 300 and the loader 200 , the cargo is horizontally rotated (for example, horizontally rotated by 90°) on the dolly system 100 . Thereby, the cargo can be transferred to the loader 200 in the orientation when it is loaded on the aircraft 300 . In addition, the cargo transferred from the loader 200 can be horizontally rotated on the dolly system 100 to change the orientation suitable for loading on the dolly system 100 .

For the automatic transfer function in the dolly system 100, for example, each of a plurality of dollys D1, D2, D3, D4, D5, and D6 constituting the dolly system 100 is equipped with a transfer drive device 160 (see FIG. 4). is realized by The transfer drive device 160 may include, for example, a motor that generates driving force for transfer. The transfer driving device 160 generates a driving force for transferring the cargo placed on the dolly placement surface in the longitudinal direction of the dolly system 100 . The transfer driving device 160 is configured to be able to switch the transfer direction back and forth. Therefore, the cargo can be automatically transferred to the front of the dolly as well as to the rear of the dolly.

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

The rotary drive device 170 horizontally rotates the loading surface of the dolly on which the cargo is loaded. That is, the mounting surface becomes a rotating surface. As the mounting surface rotates, the cargo placed on the mounting surface rotates horizontally. The rotation driving device 170 can change the transfer direction by the transfer driving device 160 in the horizontal plane by rotating the mounting surface. For example, the rotation drive device 170 can change the transfer direction from the front-rear direction to the left-right direction.

As described above, according to the embodiment, in loading and unloading cargo, manual work can be reduced, and the burden on workers is reduced. As a result, even if the number of workers is small, the work of loading and unloading cargo can be handled. In addition, in loading and unloading cargo, the intervention of workers is reduced, so the safety of work is improved.

In the embodiment, among the plurality of dollys D1, D2, D3, D4, D5, and D6, the dolly provided with the rotary drive device 170 is referred to as the first dolly 110. As shown in FIG. The first dolly 110 can function as a transfer point with the loader 200 . The dolly system 100 need only include at least one first dolly 110 , but may include multiple first dollys 110 . The number of first dollys included in the dolly system 100 is preferably less than the total number of dollys D1, D2, D3, D4, D5, D6 that make up the dolly system 100. FIG.

Among the plurality of dollys D1, D2, D3, D4, D5, and D6, the dolly that does not have the rotary drive device 170 is referred to as the second dolly 120. As shown in FIG. Second dolly 120 can be a non-transfer point for loader 200 . The cargo placed on the second dolly 120 is transferred to and from the loader 200 via the first dolly 110, which is a transfer point. Note that the first dolly 110 may be used as a non-transfer point by not allowing the rotation drive device 170 of the first dolly 110 to function.

In the dolly system 100 shown in FIG. 2, as an example, the dollys D1 and D3 are the first dolly 110 that can be the transfer point, and the dollys D2, D4, D5 and D6 are the second dolly that is the non-transfer point. 120.

FIG. 4 shows cargo loading and unloading system 10 comprising dolly system 100 including first dolly 110 and second dolly 120 . The first dolly 110 includes a controller 175 that controls the transfer drive device 160 and the rotation drive device 170 described above. First dolly 110 also includes a lock drive 165 controlled by controller 175 . The transfer drive device 160 , the rotation drive device 170 and the lock drive device 165 operate based on signals from the controller 175 . Additionally, first dolly 110 includes various sensors 180 . Sensor 180 is connected to controller 175 .

The second dolly 120 includes a controller 175 that controls the transfer drive device 160 described above. Second dolly 120 also includes a lock drive 165 that is controlled by controller 175 , similar to first dolly 110 . The transfer drive device 160 and the lock drive device 165 operate based on signals from the controller 175 . Additionally, second dolly 120 includes various sensors 180 . Sensor 180 is connected to controller 175 .

In one embodiment, each of a plurality of linked dollys includes a controller 175 . That is, dolly system 100 is controlled by a plurality of controllers 175 . Controller 175 may be configured by a computer with a CPU and memory. The memory of controller 175 comprises program code that causes the CPU to execute instructions to operate as controller 175 .

The controller 175 has a communication section. Each controller 175 provided in a plurality of dollies can communicate with each other through a communication unit. Therefore, coordinated operation between dollies is possible. Also, the controller 175 can communicate with a terminal 500, a loader 200, and other external devices, which will be described later. Another external device is, for example, the server 400 described later.

Communication of the controller 175 is, for example, wireless communication or wired communication. The communication between the controllers 175 may be P2P (peer-to-peer) communication in which direct communication is performed with each other, or communication may be performed by one of the plurality of controllers 175 or another device serving as a communication access point. good. Note that the controller 175 that controls the dolly system 100 may be one in total.

When the controllers 175 of each dolly communicate with each other by wire, as shown in FIG. 4, one dolly controller has communication cables 176A and 176B (communication lines) for communicating with other dolly controllers. Cables 176A, 176B extend from controller 175 and may include connectors 177A, 177B at their ends. Connectors 177A and 177B are detachable from other dolly connectors 177A and 177B. By providing the detachable connectors 177A and 177B, the communication cables 176A and 176B between the dolly can be disconnected when the dolly is disconnected by the connecting portions 103A and 103B which will be described later. Each dolly that constitutes the dolly system 100 can be disconnected, and the communication cables 176A and 176B that communicatively connect the dolly can also be disconnected. Therefore, each dolly constituting the dolly system 100 can be stored separately. In addition, the dolly system 100 can be configured by connecting any number of dollys selected from a large number of dollys in any order as needed.

The communication cables provided by the dolly may include, for example, a first cable 176A and a second cable 176B. The first cable 176A has a first connector 177A. A second cable 176B has a second connector 177B.

A dolly's first connector 177A may, for example, be connected to a dolly's second connector 177B coupled adjacent to the front side of that dolly. Also, a dolly's second connector 177B may be connected to a dolly's first connector 177A that is coupled adjacent to the dolly's rear side, for example. Therefore, in a plurality of dollys connected in series by connecting portions 103A and 103B, communication cables 176A and 176B of controllers 175 provided in each dolly are connected in series. That is, in this case, the multiple controllers 175 included in the dolly system 100 are connected in series. Each controller 175 included in dolly system 100 can communicate with other controllers 175 directly or indirectly through other controllers 175 .

The controller 175 of each dolly 175 constituting the dolly system 100 can be set at which position in the dolly system 100 the dolly having the controller 175 is located. For example, the controller 175 of the dolly D1 located first from the front of the dolly system 100 is set to be located first, and the controller 175 of the dolly D1 located sixth from the front of the dolly system 100 is set to is set to be located at the 6th position. With such settings, each controller 175 can grasp where in the dolly system 100 the dolly having that controller 175 is located. Such settings may be set in the controller 175 by an operator via an operating device such as a terminal 500, which will be described later. The setting may be automatically performed by each controller 175 performing a process of recognizing the position in .

Dolly system 100 may comprise terminal 500 . Terminal 500 may be used by operator P1 for cargo loading and unloading. Terminal 500 is, for example, a portable terminal such as a tablet computer or a smart phone. A terminal may be configured by a computer with a CPU and memory. The memory of terminal 500 comprises program code that causes the CPU to execute instructions to operate as terminal 500 . The terminal 500 can operate, for example, as a remote controller for operating the dolly system 100 by an operator. Also, the terminal 500 can operate as a main controller that controls the controllers 175 provided in each dolly. Terminal 500 may control dolly system 100 and loader 200 so that dolly system 100 and loader 200 operate in cooperation. Terminal 500 may also act as a reader for reading cargo data.

Terminal 500 includes a communication unit. The terminal 500 can communicate with the Dolly system 100 and the loader 200 and other devices by means of a communication unit. Another device is, for example, a server 400 which will be described later. Communication of the terminal 500 is preferably wireless communication. The terminal 500 may communicate with each of the plurality of controllers 175 included in the Dolly system 100, or may communicate with any one of the plurality of controllers 175 if the plurality of controllers 175 are capable of communicating with each other.

The cargo loading/unloading system 10 of the embodiment may include a server 400 . The server 400 has cargo loading data 401 . The loading data 401 is data indicating which cargo should be loaded at which position on the aircraft, or data indicating which cargo is loaded at which position on the aircraft. Determining where to load the cargo is made by considering the weight balance of the cargo on the aircraft. The on-board data 401 is generated, for example, in the server 400 and transmitted to a device such as the controller 175, 275 or the terminal 500. FIG. Terminal 500 can control either one or both of dolly system 100 and loader 200 based on onboard data 401 . Controller 175 may control dolly system 100 based on onboard data 401 . Controller 275 may control loader 200 based on onboard data 401 . The mounting data 401 will be described later.

In an embodiment, by way of example, onboard data 401 may be used to determine the rotational orientation of cargo in dolly system 100 or loader 200 to properly orient the cargo onboard an aircraft. Onboard data 401 may also be used to determine the rotational orientation of the cargo in dolly system 100 or loader 200 to properly orient the cargo as it is unloaded from the aircraft. Loading data 401 may also be used to determine or identify the order in which cargo is transferred from dolly system 100 to loader 200 .

As mentioned above, the cargo loading and unloading system 10 of the embodiment may include the loader 200 . The loader 200 includes a transport drive device 260 for transporting cargo between the dolly and the cargo compartment, and a controller 275 for controlling the transport drive device 260 .

The controller 275 has a communication section. Controller 275 can communicate with controller 175 of dolly system 100 . Controller 275 can also communicate with terminal 500 . Controller 275 may be able to communicate with server 400 .

Communication between the controller 275 of the loader 200 and the controller 175 of the dolly system 100 may be communication by spatial optical transmission, as an example. Spatial optical transmission is data transmission without cables. Data transmission by spatial optical transmission can be, for example, serial transmission. Loader 200 and dolly system 100 may each comprise a transmit/receive unit for spatial optical transmission. As an example, Dolly system 100 may comprise transmit/receive units 190A, 190B. Transceiver units 190A and 190B are connected to controller 175 . The transmitting/receiving units 190A and 190B can be provided, for example, in the first dolly 110 that is attached alongside the loader 290 and serves as a transfer point.

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

Spatial optical transmission becomes possible when the transmitting/receiving units 190A and 290 or the transmitting/receiving units 190B and 290 face each other. For example, when the transmitting/receiving unit 190A is installed on the front side of the first dolly 110, when the first dolly 110 rotates so that the front side of the first dolly 110 approaches the loader 200, the transmitting/receiving units 190A and 290 face each other. become a state. Further, when the transmitting/receiving unit 190B is installed on the rear side of the first dolly 110, when the first dolly 110 rotates so that the rear side of the first dolly 110 approaches the loader 200, the transmitting/receiving units 190B and 290 become opposite.

The transmitting/receiving unit also functions as a sensor that detects that the loader 200 and the dolly system 100 are in close proximity, that is, that the loader 200 and the dolly system 100 are positioned to transfer cargo therebetween. . That is, when the transmission/reception units 190A and 290 or the transmission/reception units 190B and 290 can communicate with each other, the controllers 175 and 275 recognize that the loader 200 and the dolly system 100 are close enough to transfer the cargo. can. Also, although the Dolly system 100 may have only one transmission/reception unit, if a plurality of transmission/reception units 190A and 190B are provided, which transmission/reception unit 190A or 190B is enabled for communication depends on which transmission/reception unit 190A or 190B is enabled. It is possible to detect whether the 190B side is close to the loader 200 or not.

The loader 200 may also include a rotary drive 270 for horizontally rotating the cargo on the loader 200 . Rotary drive 270 is controlled by controller 275 . Additionally, loader 200 includes various sensors 280 . Sensor 280 is connected to controller 275 .

The loader 200 will be described below as an example of a high lift loader. As shown in FIG. 2 , the high lift loader 200 includes, as an example, a vehicle front portion 220 and a vehicle rear portion 230 . The vehicle front portion 220 includes an elevating portion BP attached to the cargo inlets 302A and 302B. The lifting part BP is height-adjustable. The lifting part BP is also called a lifting platform BP. The elevation platform BP is height-adjusted according to the height of the floor surfaces of the cargo compartments 310 and 320 .

The vehicle front part 220 includes a cab (not shown) that moves up and down together with the lifting part BP. The cab is used for operator P2 to operate high lift loader 200 . Worker P2 is mainly responsible for transporting cargo in cargo compartments 310 and 320, transferring cargo between cargo compartments 310 and 320 and high lift loader 200, and transporting cargo in high lift loader 200.

The vehicle rear portion 230 includes an elevating deck MP provided behind the vehicle front portion 220 . The elevating deck MP is used for loading and unloading cargo such as containers. The elevating deck MP may be height-adjusted to the same height as the elevating platform BP of the vehicle front 220 . The vehicle rear portion 230 includes a work platform EP provided behind the elevating deck MP. The work platform EP is used, for example, for cargo transshipment operations to and from a dolly. That is, cargo is transferred between the work platform EP and the dolly.

FIG. 2 shows an example of various sensors 180 included in first dolly 110 and various sensors 280 included in high lift loader 200 . The sensor 180 provided on the first dolly 110 may be provided on the second dolly 120 as well.

The first dolly 110 may include first sensors 181A and 181B that detect the dolly rotation state. The first sensors 181A and 181B are provided at the front and rear ends of the first dolly 110, respectively. The first sensors 181A and 181B are, for example, distance sensors or proximity sensors, and detect which direction the dolly is rotating. The controller 175 can grasp which direction the dolly is rotating based on the signals from the first sensors 181A and 181B. For example, when the dolly is rotating, such as dolly D3 (first dolly 110) shown in FIG. Close to the loader 200, the other sensor 181B is on the opposite side of the loader 200 facing the left side of the dolly system 100. FIG. Therefore, the controller 175 can grasp the rotation state of the dolly based on the distance difference detected by each of the first sensors 181A and 181B.

Note that the dolly rotation state may be grasped by detecting the rotation angle by the rotary drive device 170 . However, the provision of the first sensors 181A and 181B allows the controller 175 to confirm that the front or rear end of the dolly is actually approaching the loader 200 due to the rotation of the dolly. The controller 175 can control the transfer drive device 160 so that the cargo is transferred toward the front or rear end of the dolly, whichever is closer to the loader 200 . Thereby, the cargo on the dolly is transferred to the loader 200 .

The aforementioned transmitting/receiving unit 190A may be co-located with the sensor 181A. Also, the transmitting/receiving unit 190B may be co-located with the sensor 181B. Since the transmitting/receiving units 190A and 190B as sensors and the sensors 181A and 181B have common roles, the transmitting/receiving units 190A and 190B may be omitted, and the sensors 181A and 181B may be omitted.

The first dolly 110 also includes second sensors 182, 182 for detecting that the cargo has passed the front end of the dolly, and third sensors 183, 183 for detecting that the cargo has passed the rear end of the dolly. be prepared. The second sensors 182 , 182 can be configured by optical sensors comprising a light emitting element 182 and a light receiving element 182 . The third sensors 183 , 183 can also be configured by optical sensors comprising a light emitting element 183 and a light receiving element 183 .

The loader 200 may include a first sensor 281 that detects the dolly rotation state. The first sensor 281 is, for example, a distance sensor or a proximity sensor, and detects whether the dolly faces forward and backward or left and right. When the front and rear ends of the dolly are oriented in the horizontal direction of the dolly system 100 like the dolly D3 shown in FIG. 1 sensor 281 to the dolly is different. A state suitable for transferring cargo from the loader 200 to the dolly system 100 is when the dolly front end and rear end face the dolly system 100 in the left-right direction, as in the dolly D3 shown in FIG. Therefore, the controller 275 of the loader 200, when the first sensor 281 detects that the front and rear ends of the dolly are oriented in the horizontal direction of the dolly system 100 like the dolly D3 shown in FIG. The transport driving device 260 is controlled so that the cargo on the loader 200 is transferred to the dolly D3. As a result, the cargo on the loader 200 is appropriately transferred to the dolly D3.

The aforementioned transmitting/receiving unit 290 may be co-located with the sensor 281 . Since the transmitting/receiving unit 290 and the sensor 281 have common roles as sensors, the transmitting/receiving units 190A and 190B may be omitted, and the sensors 181A and 181B may be omitted.

The loader 200 includes second sensors 282, 282 that detect that cargo has passed between the elevating deck MP and the work platform EP. The loader 200 also includes third sensors 283, 283 that detect that the cargo has passed the rear end of the work platform EP (end on the side of the dolly system 100). The second sensors 282, 282 and the third sensors 283, 283 can be configured by optical sensors comprising light emitting elements 282, 283 and light receiving elements 282, 283, respectively.

When unloading (unloading) cargo from an aircraft, the cargo transferred from the cargo compartment 310 through the loading port 302A to the loader 200 is automatically transferred to the lifting platform by the transport driving device 260 or the like. Transported from BP to work platform EP. During this transfer, when the second sensors 282, 282 detect that the cargo has reached between the lift deck MP and the work platform EP, the controller 275 detects that the cargo has reached the rear end of the work platform EP. The transport driving device 260 is controlled until the third sensors 283, 283 detect that the . When the third sensors 283, 283 detect that the cargo has reached the rear end of the work platform EP, the controller 275 temporarily stops conveying the cargo.

When the transportation of the cargo is stopped, the controller 275 adjusts the position of the cargo in the width direction of the loader 200 as necessary. If there is a difference in the distance to the dolly detected by the two first sensors 281, 281 arranged side by side in the width direction, the controller 275 shifts the position of the dolly in the width direction of the loader 200. judge that there is The controller 275 controls the width-shifting drive device (not shown) of the work platform EP so that the position of the cargo is adjusted in the width direction so that the deviation becomes small.

After adjusting the position of the cargo in the width direction, the controller 275 operates the transfer driving device 260 again to transfer the cargo from the work platform EP to the dolly D3.

When the second sensor 182 detects that the cargo has reached the front end of the dolly D3, the controller 175 of the dolly system 100 activates the transfer drive 160 of the dolly D3 so that the cargo is transferred onto the dolly D3. to control. At this time, the controller 175 identifies the type of cargo (for example, LD-3, LD-4) in advance, and stops the cargo on the dolly at a position corresponding to the type (size) of the cargo. The lock driving device 165 is controlled so that the lock (lock on the front side in the transfer direction) is set. The controller 175 controls the lock driving device 165 so that when the front end of the cargo in the transfer direction reaches the lock, the lock on the rear side of the cargo in the transfer direction is raised. fixed.

The controller 175 then rotates the cargo on the dolly D3 to transfer the cargo within the dolly system 100 . The controller 175 determines the rotation direction of the cargo so that, for example, all the cargo placed on the dolly system 100 face the same direction (see FIGS. 1A and 1B), and rotates in the determined direction. , the rotary drive device 170 is controlled. When unloading (unloading) the cargo, the direction of rotation of the cargo can be determined according to, for example, the direction of the door of the cargo to be transferred to the dolly D3 (orientation of plane A). Plane A may face the front of the aircraft 300 or the rear of the aircraft 300 depending on where the cargo was on board the aircraft. Therefore, the cargo transferred from the cargo compartment 310 of the aircraft to the loader 200 includes a mixture of cargo with doors (side A) facing forward of the aircraft 300 and cargo with doors facing the rear of the aircraft 300. can.

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

Further, when unloading (unloading) the cargo, the cargo may be rotated on the loader 200 by the rotary drive device 270 of the loader 200 instead of rotating the cargo by the dolly. The rotary drive 270 can rotate the cargo so that all the cargo transferred to the dolly system 100 has the same orientation. The controller 275 of the loader 200 grasps the orientation of the cargo on the loader 200 by a sensor or the like provided in the loader, and then rotates the cargo on the loader 200 as necessary to align the orientation of the cargo. , controls the rotary drive 270 . In this case, the cargo transferred to the dolly system 100 is oriented in a predetermined direction. As a result, the controller 175 of the dolly system 100 can determine the direction of rotation by the rotary drive device 170 on the assumption that the orientation of the cargo to be transferred to the dolly D3 is aligned.

The controller 275 of the loader 200 may know which direction the door of the cargo on the loader 200 is facing, for example, by identifying the cargo's orientation on the loader 200, such as by suitable sensors. For example, a one-dimensional code such as a bar code, a two-dimensional code such as a QR code (registered trademark), or an IC tag such as an RFID is attached to the surface A of the cargo where the door is provided. For example, the controller 275 can recognize that a door exists at a reader that has successfully read a code or an IC tag among a plurality of readers provided on the loader 200 . Further, the controller 275 may grasp the direction of the cargo by image recognition processing for images acquired by a camera provided in the loader 200, or may detect the direction of the cargo by a proximity sensor or a distance sensor provided in the loader 200, similar to the dolly 110. Sensors may be used to ascertain the orientation of the cargo. The controller 275 that grasps the orientation of the cargo on the loader 200 transmits data indicating the orientation of the cargo to the controller 175 of the dolly system 100 . The controller 175 can receive data indicative of orientation and determine the direction of rotation based on the received data.

Further, the direction of rotation of the cargo in the loader 200 or the dolly system 100 can also be determined according to the type of cargo when unloading (unloading) the cargo. For example, container unpacking locations may vary from airport to airport, depending on the container contents (baggage or non-baggage cargo). For example, at some airports, a container containing incoming baggage should be placed with the door of the container facing the right side of the dolly system 100 . Also, a container containing incoming cargo other than baggage should be placed so that the door of the container faces the left side of the dolly system 100 . Therefore, the controllers 175 and 275 identify the cargo type based on the data indicating the cargo type, and rotate the cargo so that it is oriented appropriately according to the cargo type.

The type of cargo content (shipment) can be identified, for example, by reading the ID of the cargo from the aforementioned one-dimensional code or two-dimensional code or IC tag attached to the cargo. Based on the ID of the cargo, the controller 175 refers to the loading data 401 of the cargo, grasps the type of content (contents) of the cargo, and determines the direction of rotation according to the type of content.

After rotating the cargo on the dolly D3, the controller 175 controls the transfer driving device 160 so that the cargo is transferred to another dolly. In addition, the controller 175 controls the lock driving device 165 so that the dolly D3 is unlocked and the dolly to which the cargo is to be transferred on the dolly system 100 is locked prior to the transfer to another dolly. do. In this way, the controller 175 controls the locking operation to raise the lock and the unlocking to lower the lock so that the transfer of the cargo is not hindered by the lock and the cargo is fixed on the dolly of the transfer destination. .

When loading cargo onto an aircraft, the controller 175 of the dolly system 100 refers to the cargo loading data 401 and selects the farthest cargo from the cargo loading port 302 among the cargo loaded on the dolly system 100. The transfer drive device 160 and the rotation drive device 170 are controlled so that the transfer drive device 160 and the rotation drive device 170 are transferred to the loader 200 in order from . Further, the controller 175 controls the lock driving device 165 so that necessary locking and unlocking operations are performed according to the transfer and rotation of the cargo.

When cargo is loaded onto an aircraft, the rotation direction of the cargo can be determined according to the orientation of the cargo to be transferred to loader 200 (orientation of plane A). The controller 175 grasps which direction the door of the cargo to be transferred to the loader 200 faces by, for example, identifying the direction of the cargo on the dolly using an appropriate sensor or the like. To grasp the orientation of the cargo on the dolly, the controller 175 selects the reader that has successfully read the code or IC tag among the multiple readers provided on the dolly D3 in the same manner as when unloading. , it is possible to grasp that a door exists.

When cargo is loaded onto an aircraft, the direction of rotation of the cargo can also be determined according to the type of cargo (container type) and the loading position of the cargo in the cargo compartment. If the type of cargo is a one-sided overhang, it is necessary to rotate the cargo in advance so that the lower inclined surface S conforms to the shape of the cargo compartment according to the loading position of the cargo.

The type of cargo (type of container) can be identified, for example, by reading the ID of the container from the aforementioned one-dimensional code or two-dimensional code or IC tag attached to the container. Based on the ID of the container, the controller 175 refers to the loading data 401 of the cargo, grasps the type of container, and determines the direction of rotation according to the type of container.

During cargo loading, rotating the cargo (eg, rotating a single overhang container to the cargo compartment shape) may be performed by a rotary drive 270 on the loader 200 . The controller 275 of the loader 200 grasps the direction of the container on the loader 200, the type of container, and the position of loading the cargo compartment of the container, and then loads the cargo onto the loader 200 as necessary so that the shape of the container follows the shape of the cargo compartment. The rotary drive 270 is controlled to rotate upward. In this case, the controller 175 of the dolly system 100 can determine the direction of rotation by the rotary drive device 170 without considering the orientation of the container, the type of container, or the loading position of the cargo compartment of the container. That is, it is sufficient for the controller 175 to control the rotation of the rotary drive device 170 within a range necessary for transferring cargo between the dolly system 100 and the loader 200 . If rotation of the cargo is performed by the loader 200 , the controller 275 of the loader 200 can detect the orientation of the cargo, for example, by means of suitable sensors provided on the loader 200 . Controller 275 may also receive data from controller 175 indicating the orientation of the cargo.

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

FIG. 5 shows an example of the structure of the second dolly 120 without the rotary drive device 170. As shown in FIG. FIG. 5 shows one second dolly 120 alone. This second dolly 120 is used in connection with other dollys 110 and 120 .

Dolly 120 includes vehicle body base 101 . The vehicle body base includes a pair of left and right front wheels 102A and a pair of left and right rear wheels 102B. A tow bar 103A, for example, is provided at the front end (the left end in FIG. 5) of the vehicle body base 101 as the front connecting portion 103A. A tow bar 103B, for example, is provided as a rear connecting portion 103B at the rear end of the vehicle body base 101 (the right end in FIG. 5). The dolly 120 is connected to other dollys 110, 120 or towing tractors 150 via connecting portions 103A, 103B.

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

As shown in FIG. 5A, the dolly 120 includes a mounting portion 105 provided on the vehicle body base 101 via a rotating mechanism 104 . The upper surface of the mounting portion 105 is a mounting surface 105A on which freight such as a container is mounted.

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

Note that the rollers 106 are normally in a linked state connected to the transfer drive device 160 so as to be rotationally driven by the transfer drive device 160 . However, the dolly 120 is configured so that this linkage can be released. When the operator performs an operation to release the linkage, the roller 106 becomes rotatable. When the rollers 106 become rotatable, the placed cargo can be pushed by human power to transfer the cargo. In this way, if the cargo can be transferred manually, the cargo can be transferred even when the transfer driving device 160 does not operate.

The rotation mechanism 104 is configured to rotatably support the mounting portion 105 with respect to the vehicle body base 101 so that the mounting portion 105 can rotate horizontally. The rotating mechanism 104 has, for example, a rotating shaft having a vertical axis and bearings that rotatably support the rotating shaft. The rotation mechanism 104 supports the mounting section 105 so as to be rotatable by 360° in the horizontal plane. The rotation mechanism also includes a holding mechanism (not shown) that positions the mounting section 105 at every 90° position and holds it so as not to rotate. When rotating the mounting section 105 , the operator may perform an operation to release the holding by the holding mechanism and rotate the mounting section 105 manually. As the placing portion 105 rotates, the cargo placed on the placing surface 105A also rotates.

FIG. 5(C) shows a state in which the placement section 105 has been horizontally rotated by 90° from the state shown in FIG. 5(B). Since the direction of the rollers 106 is also changed by 90° due to the rotation of the placing section 105, the transfer direction T becomes the horizontal direction (the X direction in FIG. 5). In this manner, the second dolly 120 can change the transfer direction T by manually rotating the placement section 105 . As a result, even the second dolly 120 without the rotary drive device 170 can be used as a transfer point for the loader 200 in an emergency or the like. In addition, in the second dolly 120, if the mounting portion 105 does not need to be rotated, the mounting portion 105 may be provided so as not to rotate.

The loading section 105 includes locks 107 and 108 for securing cargo. As shown in FIGS. 5A and 5B, the locks 107 and 108 include a front lock 107 that locks the cargo on the front side of the dolly 120 and a rear lock 108 that locks the cargo on the rear side of the dolly 120. include. By locking the cargo from both front and rear sides with the front lock 107 and the rear lock 108, the cargo can be fixed on the dolly 120 so as not to move.

Locks 107 and 108 are provided at multiple locations to accommodate different cargo sizes (bottom sizes). For example, the front lock 107 has a front first lock 107A and a front second lock 107B. Also, the rear lock 108 has a rear first lock 108A and a rear second lock 108B. The first locks 107A and 108A lock, for example, relatively small LD-3 containers. The second locks 107B and 108B lock, for example, relatively large LD-4 containers. Here, two locks, that is, the first locks 107A and 108A and the second locks 107B and 108B are provided so as to correspond to two types of sizes. More locks may be provided. Also, one lock may be moved on the mounting surface 105A to accommodate different sizes.

The lock is in a locked state when it rises from the mounting surface 105A and protrudes from the mounting surface 105A, and is in an unlocked state when it is knocked down and does not protrude from the mounting surface 105A. The mounting section 105 includes a lock driving device 165 that causes the lock to perform a locking operation for raising the lock and an unlocking operation for lowering the lock. Lock drive 165 may, for example, include an actuator that causes the lock to lock and unlock. Also, the lock drive 165 may be configured to move the locks if the locks need to be moved to accommodate the size of the cargo. In this case, the lock driving device 165 generates the driving force for moving the lock.

The mounting section 105 includes sensors 184, 185, 186 for detecting cargo. The sensors 184, 185, 186 may include a front sensor 184, a rear sensor 185, and a deceleration sensor 186, as shown in FIGS. These sensors 184, 185, 186 can be constituted by proximity sensors or distance sensors, for example.

Note that the placement portion 105 of the second dolly 120 may also include the sensors 181A, 181B, 182, and 183 included in the dolly D1 and D2 in FIG. It is as follows.

Sensors 184 and 185 detect the presence of cargo on the placement surface 105A. Sensors 184 and 185 can also identify the size (bottom size) of the cargo on placement surface 105A.

Sensors 184 and 185 are provided at multiple locations to accommodate different sizes of cargo (bottom size). For example, the front sensor 184 has a front first sensor 184A and a front second sensor 184B. The front sensor 184 is located near the front lock 107 . More specifically, sensor 184A is located near lock 107A and sensor 184B is located near lock 107B. Also, the rear sensor 185 has a rear first sensor 185A and a rear second sensor 185B. A rear sensor 185 is located near the rear lock 108 . More specifically, sensor 185A is located near lock 108A and sensor 185B is located near sensor 108B.

The first sensors 184A and 185A, for example, detect the arrival of relatively small LD-3 containers. The second sensors 184B and 185B, for example, detect the arrival of a relatively large LD-4 container. Here, "arrival" means that the cargo has arrived at a position to be locked by the locks 107,108. Also, here, two of the first sensors 184A and 185A and the second sensors 184B and 185B are provided so as to correspond to two types of sizes, but three sensors are provided so as to correspond to three or more types of sizes. The above sensors may be provided. Also, one sensor may be moved (with a lock) on mounting surface 105A to accommodate different sizes.

When the cargo to be placed on the dolly 120 is transferred from another dolly or the loader 200, the controller 175 of the dolly 120 moves the cargo forward in the transfer direction before the cargo is transferred. The lock driving device 165 is controlled so that the lock of is raised. For example, when cargo is transferred from left to right (from the front to the rear of the dolly 120) in FIG. Control the lock drive 165 to raise 108 . Also, the controller 175 identifies the type (size) of the cargo based on the data indicating the type (size) of the cargo, and determines whether the rear first lock 108A of the rear locks 108 is raised or not. Determines whether to raise the side second lock 108B. For example, when cargo of LD-3 is transferred, the rear first lock 108A is set up.

The rear first sensor 185A provided near the rear first lock 108A detects that the cargo of LD-3 has been transferred until it is received by the rear first lock 108A. This allows the controller 175 to recognize that the cargo has arrived at the dolly 120 . When the arrival of cargo is detected, the controller 175 controls the lock driving device 165 to raise the front side lock 107 which is the rear side in the transfer direction. Also at this time, the controller 175 controls the lock driving device 165 based on the data indicating the type (size) of the cargo so that the lock corresponding to the type (size) of the cargo is activated. Here, the front first lock 107A is erected. As described above, the transferred cargo of LD-3 is automatically fixed from both sides by the locks 107A and 108A.

The sensor 186 is arranged substantially in the front-back direction center of the dolly 120 . The sensor 186 detects that cargo transferred from another dolly or loader 200 has reached the position of the sensor 186 . When the controller 175 detects that the cargo has reached the position of the sensor 186, the controller 175 speed-controls the transfer drive device 160 so that the transfer speed is reduced. As a result, the transfer speed of the cargo can be reduced immediately before it is received by the rear first lock 108A (front lock in the transfer direction), and the impact when the cargo comes into contact with the lock can be reduced.

6 and 7 show an example of the structure of the first dolly 110 having the rotary drive device 170. FIG. 6 and 7 show one first dolly 110 alone. This first dolly 110 is used in conjunction with other dollys 110 and 120 .

The first dolly 110 shown in FIGS. 6 and 7 has all the structures and functions of the second dolly 120 shown in FIG. Therefore, in the first dolly 110, descriptions of the structures and functions common to the second dolly 120 will be omitted.

Unlike the second dolly 120 , the first dolly 110 has a rotary drive 170 . The rotary drive device 170 is provided, for example, on the vehicle body base 101 . The rotary drive device 170 includes, for example, a motor. The rotating shaft of the motor is connected to the rotating shaft of the rotating mechanism 104 via a mechanism such as an appropriate speed reducer. Therefore, when the rotation drive device 170 is driven, the mounting section 105 is automatically rotated via the rotation mechanism 104 . The rotary drive device 170 can horizontally rotate the mounting section 105 by 360° and stop the mounting section 105 at a desired rotation angle. For example, the placement section 105 can be rotated by 90 degrees so that the front-rear direction of the placement section 105 faces the left-right direction.

As described above, since the first dolly 110 includes the rotation drive device 170, there is no need to manually rotate the placement section 105, which reduces the burden on the operator. In addition, since the first dolly 110 is also provided with the transfer drive device 160, there is no need to manually push the cargo for transfer, which reduces the burden on the operator.

In the state shown in FIG. 6, the transfer direction T of the placement section 105 faces the front-rear direction of the dolly 110 (the Y direction in FIG. 6). When the transfer direction T is oriented in the front-rear direction of the dolly 110, when the transfer driving device 160 drives the transfer of the cargo LD-3 on the dolly 110, the cargo LD-3 is moved forward or backward to another vehicle. can be transferred to the dolly. Alternatively, cargo transferred from another dolly can be pulled into the dolly 110 by the transfer drive device 160 .

When the mounting portion 105 is rotated by 90° around the rotation axis C by the rotation driving device 170, the state shown in FIG. 6 is changed to the state shown in FIG. In FIG. 7, the transfer direction T of the placement section 105 faces the horizontal direction of the dolly 110 (the X direction in FIG. 7). When the transfer direction T is in the horizontal direction of the dolly 110, when the transfer driving device 160 drives the transfer of the cargo LD-3 on the dolly 110, the cargo is transferred to the loader 200 on the left or right side. can be transferred to Alternatively, the cargo transferred from the loader 200 can be pulled into the dolly 110 by the transfer drive device 160 .

Note that the mounting section 105 is normally in a linked state connected to the rotation drive device 170 so as to be rotationally driven by the rotation drive device 170 . However, the dolly 110 is configured so that this linkage can be released. When the operator performs an operation to release the linkage, the placement section 105 becomes rotatable. When the mounting section 105 becomes rotatable, the mounting section 105 can be rotated by manually pushing the mounting section 105 . In this manner, if the placing section 105 can be rotated even by human power, the transfer direction T can be changed even when the rotary drive device 170 does not operate.

Placement section 105 includes sensors 187A and 187B for detecting cargo. Sensors 187A and 187B detect the orientation of the cargo on dolly 110 . Here, the direction of container LD-3 with a one-sided overhang is detected. In a one-side overhanging container, the side of the container on which the lower inclined surface S is formed, of the two sides in the long side direction of the container, overhangs the container bottom with respect to the container bottom, while the opposite side is on the container bottom. In contrast, the sides of the container stand vertically, and the shape is different in both. The orientation sensors 187A and 187B detect the orientation of the container LD-3, for example, by utilizing the fact that a container with a one-side overhang has different shapes on both sides in the longitudinal direction of the container.

In FIG. 6A, the container LD-3 indicated by a solid line has an overhang on the front side of the dolly 110 (left side in FIG. 6). In this case, the plane A on which the container door is located is on the left side of the dolly (the front side of the drawing in FIG. 6A and the bottom side in FIG. 6B). Note that the container LD-3 indicated by the dotted line in FIG. 6B corresponds to the container LD-3 indicated by the solid line in FIG. 6A.

In FIG. 6A, container LD-3 indicated by the dashed line has an overhang behind the dolly 110 (on the right side in FIG. 6A). In this case, the surface A on which the container door is located is on the right side of the dolly (the back side of the paper surface in FIG. 6A).

The container LD-3 may be placed on the dolly 110 in the direction indicated by the solid line or in the direction indicated by the dashed line. Note that the locks 107 and 108 can be similarly locked regardless of which direction the container LD-3 is placed.

The illustrated orientation sensors 187A, 187B are provided to detect overhangs in container LD-3 secured by locks 107,108.

The orientation sensors 187A and 187B include, for example, an orientation sensor 187A arranged on the front side of the mounting section 105 and an orientation sensor 187B arranged on the rear side of the mounting section 105. FIG. As shown in FIG. 6B, the orientation sensor 187A can be configured by an optical sensor including a light emitting element 187A and a light receiving element 187A arranged on the left and right sides of the front side of the mounting portion 105. As shown in FIG. Also, the orientation sensor 187B may be configured by an optical sensor including a light emitting element 187B and a light receiving element 187B arranged on the left and right sides of the rear side of the mounting section 105 . The sensors 187A and 187B are attached to the mounting portion 105 via supports so that the sensors 187A and 187B are positioned at a predetermined height from the mounting surface 105A.

When there is an overhang on the front side of the dolly 110 like the container LD-3 indicated by the solid line in FIG. 6A, the overhang is positioned between the light emitting element 187A and the light receiving element 187A on the front side. Therefore, the presence of an overhang on the front side is detected by the front sensor 187A. At this time, since the container LD-3 is not positioned between the sensors 187B on the rear side, the sensor 187B does not detect the container LD-3.

If there is an overhang on the rear side of the dolly 110 like the container LD-3 indicated by the dashed line in FIG. 6A, the overhang is located between the rear light emitting element 187B and the light receiving element 187B. Therefore, the presence of an overhang on the rear side is detected by the rear sensor 187B. At this time, since the container LD-3 is not positioned between the sensors 187A on the front side, the sensor 187A does not detect the container LD-3.

Thus, the controller 175 can detect which way the overhang is, ie the orientation of the container LD-3 on the dolly 110, by the sensors 187A, 187B. Note that the controller 175 of the dolly system 100 may detect the direction of the container by reading the one-dimensional code or two-dimensional code of the container, reading the IC tag, and recognizing the image, as described above.

Controller 175 may determine the direction of rotation by rotary drive 170 based on the orientation of the cargo detected by sensors 187A, 187B, and control rotary drive 170 to rotate in the determined direction of rotation. The determination of the direction of rotation may be based solely on the cargo orientation detected by sensors 187A, 187B, or may be based on the cargo orientation detected by sensors 187A, 187B and other data. may be broken. Other data is, for example, loading data 401 of the cargo.

For example, when the container is loaded onto the aircraft, the controller 175 may be configured to identify the orientation of the container LD-3 detected by the sensors 187A and 187B and the orientation of the container LD-3 when loaded onto the aircraft. The direction of rotation by rotary drive 170 may be determined based on the data. As the data for identifying the direction of loading, for example, loading data 401 indicating the loading position of the container LD-3 is used. In this case, the container LD-3 is automatically changed in the dolly 110 to the orientation when it is loaded on the aircraft, and is transferred to the loader 200 in that orientation. Therefore, the loader 200 can transfer the container LD-3 without changing its orientation, and the loader 200 does not need to know the orientation of the container or rotate the container.

Further, when unloading (unloading) the container from the aircraft, the controller 175 detects the direction of the container LD-3 detected by the sensors 187A and 187B after the container LD-3 is transferred from the loader 200, Based on the data identifying the orientation that container LD-3 should face on the dolly, the direction of rotation by rotary drive 170 may be determined. As the data for identifying the direction in which the container LD-3 should face on the dolly, for example, the mounting data 401 of the container LD-3 is used. The loading data 401 has data 401D (see FIG. 3) indicating the contents of the container (shipments). If the direction in which the container LD-3 should face on the dolly differs depending on the contents, the direction of rotation can be determined based on the data 401D included in the mounting data 401. FIG.

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

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

For example, controller 275 determines the direction of rotation by rotary drive 270 based on the received container orientation and data identifying the orientation of container LD-3 when loaded in an aircraft, and can control the rotary drive 270 in a direction. In this case, the dolly controller 175 simply rotates the container so that it is transferred to the loader 200 without considering the orientation of the container when loaded in the aircraft.

FIG. 8 shows an example of the structure of the loader 200. As shown in FIG. In FIG. 8, the working platform EP at the end of the loader 200 in FIG. 2 is shown. The dolly 110 serving as a transfer point to the loader 200 is located behind the work platform EP (on the left side in FIG. 8). A cargo 3 is transferred between the dolly 110 and the work platform EP.

As shown in FIG. 8A, the work platform EP includes wheels 202 and 203 and rollers 206 that are rotationally driven by a transport driving device 260 . Cargo 3 is conveyed on rollers 206 . The transport driving device 260 transports the cargo 3 transferred from the dolly 110 toward the cargo compartment. Further, the transport driving device 260 transports the cargo 3 unloaded from the cargo compartment toward the dolly 110 . In addition, in the work platform EP of FIG. 8A, illustration of the rotation drive device 270 for rotating the cargo 3 is omitted, but the rotation drive device 270 may be provided.

As shown in FIGS. 8(A)-(E), the work platform EP includes sensors 285A, 285B, 285C, 286A, 286B.

The work platform EP may also include the sensors 281, 282, 283 shown in FIG. 2, and the functions of these sensors 281, 282, 283 are as described above. Since the function and role of the sensor 285A in FIG. 8 are common to those of the sensor 283 in FIG. 2, one of the sensors 285A and 283 may be omitted.

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

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

As shown in FIG. 8B, cargo 3A is present above sensor 285C (and 285B) when cargo 3A reaches the position of sensor 285A. As shown in FIG. 8C, when cargo 3B reaches the position of sensor 285A, cargo 3B does not exist above sensor 285C, but cargo 3B exists above sensor 285B.

Therefore, the controller 275 determines that the cargo type (size) is LD-4 when all of the sensors 285A, 285B, and 285C detect cargo. Also, when only the sensors 285A and 285B detect cargo, the controller 275 determines that the cargo type (size) is LD-3. In the case of FIG. 8(D) as well, it is determined to be LD-3.

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

As shown in FIGS. 8(C) and 8(D), sensors 285A, 285B, 285C can detect the orientation of cargo 3 together with sensors 286A, 286B. Sensors 286A and 286B are, for example, optical sensors.

In FIG. 8C, the sensor 286A detects the cargo 3B at the position of the overhang by the lower slope S, but the sensor 286B does not detect the cargo 3B. On the other hand, in FIG. 8(D), the sensor 286A does not detect the cargo 3C, but the sensor 286B detects the cargo 3C at the overhang position of the lower slope S.

Therefore, when the cargo is LD-3, the controller 275 can determine the direction of the one-side overhang container depending on which of the sensors 286A and 286B detects the cargo. When the cargo is LD-3 with overhangs on both sides, the cargo is detected by both sensors 286A and 286B, and when the cargo is LD-3 with a rectangular parallelepiped, both sensors 286A and 286B detect the cargo. do not.

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

Sensors 286A and 286B may image the ULD-ID (“AKE3344NH”) assigned to cargo 3D. In this case, the controller 275 can recognize that the ULD-ID is "AKE3344NH" through character recognition processing on the captured image. That is, controller 275 can detect the ULD-ID of cargo 3D by visual sensors 286A, 286B. Since the ULD-ID indicates the type, size, etc. of the cargo 3, the controller 275 can identify the type, size, etc. of the cargo 3 based on the detected ULD-ID.

Sensors 286A, 286B may also be cameras or other code readers. The code reader here is a device that reads machine-readable code 3F, such as a one-dimensional code such as a bar code or a two-dimensional code such as a QR code (registered trademark).

A machine-readable code 3F such as a bar code is configured to indicate, for example, the ULD-ID of the cargo 3, and is attached to one of the surfaces of the cargo 3 by printing or the like. In this case, the controller 275 can detect the ULD-ID based on the read code 3F.

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

An IC tag (RFID) may be attached to the cargo 3 instead of the code 3F. In this case, the sensors 286A, 286B may be IC tag (RFID) readers. The code 3F or IC tag may be read by the terminal 500 possessed by the worker P1.

The controller 275 that has identified the direction of the cargo on the loader 200 can control the rotational drive so that the cargo is oriented in an appropriate direction, similar to the controller 175 that has identified the direction of the cargo on the dolly 110 . It should be noted that the controller 275, like the controller 175, may refer to the onboard data 401 in order to properly orient the cargo. By properly orienting the cargo on the loader 200, the dolly system 100 eliminates the need to know the cargo orientation and rotate to orient the cargo.

Controller 275 may also transmit data indicating cargo type, size, orientation, etc. to controller 175 of dolly system 100 . In this case, the cargo 3 can be properly rotated in the dolly system 100 . In this case, the loader 200 need not have a cargo rotation function.

FIG. 9 illustrates the loading and unloading process performed by one or more controllers 175 . The loading/unloading process may include either or both of the loading process and the unloading process (unloading process). The loading process includes control for transferring cargo placed on the dolly system 100 to the loader 200 for loading on the aircraft. The unloading process includes control for transferring the cargo unloaded from the aircraft from the loader 200 to the dolly system 100 .

The loading and unloading process starts after the dolly system 100 stops near the loader 200 .

The controller 175 identifies in step S91 whether the loading process should be executed or the unloading process should be executed. Loading processing is performed before the departure of the aircraft, and unloading processing is performed after the arrival of the aircraft. The identification in step S91 is based on, for example, the operator P1 operating an operation device (not shown) provided in the dolly system 100 or a terminal 500 as a remote controller and selecting either loading or unloading. is done. The controller 175 executes the identified process out of the loading process and the unloading process. The identification in step S91 may be performed based on a signal transmitted from another external device such as server 400 or the like.

In step S92, the controller 175 identifies on which side, left or right, the loader 200 is positioned with respect to the dolly system 100 stopped near the loader 200. FIG. If the loader 200 is positioned on the left side of the dolly system 100, cargo is transferred to and from the loader 200 on the left side (see FIG. 1). On the other hand, if the loader 200 is positioned on the right side of the dolly system 100, cargo is transferred to and from the loader 200 on the right side (see FIG. 1). The controller 175 controls the rotary drive device 170 , the transfer direction of the transfer drive device 160 , the lock position of the lock drive device 165 , and the like, according to the identified position of the loader 200 .

Controller 175 may identify the position of loader 200 through sensors such as sensors 181A and 181B (see FIG. 2). The position of the loader 200 is identified by the operator P1 operating an operation device (not shown) provided in the dolly system 100 or a terminal 500 as a remote controller to input the position of the loader 200. good too.

The controller 175 acquires the mounting data 401 (see FIG. 3) in step S93. Controller 175 may receive onboard data 401 directly from server 400 . Onboard data 401 may also be received by one or both of terminal 500 and controller 275 . Controller 175 may receive onboard data 401 via terminal 500 or controller 275 .

For example, the operator P1 performs an operation (for example, inputting or selecting the model name of the aircraft) to select the aircraft on which the cargo is to be loaded and unloaded at the terminal 500 or the operation device provided in the dolly system 100, and selects the aircraft. The corresponding mounting data 401 is obtained from the server 400 or the like. Note that when the loading data 401 is unnecessary for loading and unloading cargo (for example, when cargo is unloaded and loaded on the dolly system 100 without considering the loading position on the aircraft), the loading data 401 may be omitted.

The controller 175 acquires cargo data in step S94. The cargo data here is data for identifying cargo transferred between the dolly system 100 and the loader 200 . That is, at the time of loading, it is data for identifying the cargo placed on the dolly system 100, and at the time of unloading, it is the data carried out from the cargo carried on the aircraft or from the cargo compartment of the aircraft to the loader 200. This is data for identifying the cargo on top.

Cargo data is, for example, the ULD-ID of the cargo. ULD-ID indicates the type of cargo (such as size). The cargo may have a printed or pasted ULD-ID, a one-dimensional code or two-dimensional code indicating the ULD-ID, an IC tag storing the ULD-ID, or the like. Such a ULD-ID is read by an appropriate sensor (reader) provided in dolly system 100, terminal 500 having a reading function, and sensors 286A and 286B provided in loader 200. FIG.

The controller 175 can obtain detailed cargo data by referring to the loading data 401 based on the ULD-ID. For example, as shown in FIG. 3, controller 175 may identify mounting location 401B corresponding to the ULD-ID. Controller 175 can identify the shipment 301D corresponding to the ULD-ID. Controller 175 may identify Dolly ID 401E corresponding to the ULD-ID. The controller 175 may identify the mounting order 401F corresponding to the ULD-ID.

Also, in the loading data 401, a group of cargo transported by one dolly system 100 is indicated by ID 401A. A group is a unit loaded and unloaded by one dolly system 100 at a time. By acquiring the ULD-ID of any cargo, the controller 175 can recognize cargo belonging to the same group as that cargo in the loading data 401 .

The cargo data may include data indicating the orientation of the cargo. Cargo orientation may also be detected at dolly system 100 , loader 200 and terminal 500 . The orientation of the cargo may be obtained by inputting to terminal 500 by operator P1. Note that the orientation of the cargo on the dolly system 100 at the time of loading is predetermined and can be known, and thus may be included in the loading data 401 acquired in step S93.

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

Note that the execution order of steps S91 to S94 is not limited, and these steps S91 to S94 can be executed in any order as required.

10 and 11 show an example of procedures for unloading cargo from an aircraft. The dolly system 100 is towed by the towing tractor 150 and travels toward the loader 200 without cargo. As an example, as shown in FIG. 10A, the dolly system 100 stops with the loader 200 positioned on the right side of the dolly D3. Here, the dolly D3 is configured by the first dolly 110, and the dolly D1, D2, D4, D5, and D6 are configured by the second dolly 120. As shown in FIG. Dolly D3 is a transfer point, and dollies D1, D2, D4, and D5 are non-transfer points. Note that while the dolly system 100 is traveling toward the loader 200, the locks 107 and 108 of all the dollys D1, D2, D3, D4, D5, and D6 constituting the dolly system 100 are raised and locked. be. Hereinafter, when the locks 107 and 108 are raised, it is called "ON", and when the locks are collapsed, it is called "OFF". In FIG. 10A, all dolly locks are ON.

Also, in FIG. 10(A), two cargoes 1 and 2 unloaded from the cargo compartment of the aircraft are on the loader 200 . It should be noted that all the cargo described below is assumed to be a one-sided overhang LD-3 container. Since the cargoes 1 and 2 are on the loader 200 in the same orientation as when they were loaded on the aircraft, the cargo 1 that is first transferred to the dolly system 100 has the lower inclined surface S facing the dolly system 100 side (Fig. 10), and the next cargo 2 has its lower slope S facing the aircraft side (upper side in FIG. 10).

The controller 175 of the dolly system 100 executes the loading/unloading process (unloading process) shown in FIG. The controller 175 executes steps S91 to S94. In step S95, the driving devices 160, 165, 170 are controlled. First, the controller 175 unlocks (turns off) all dollies.

The controller 175 turns on both the locks 107 and 108 of the dolly D3, which is the transfer point. The controller 175 also turns ON the front lock 107 of the dolly D1 at the forefront of the dolly system 100 and the rear lock 108 of the dolly D6 at the rear, as shown in FIG. 10B. Through steps S93 and S94, the controller 175 has grasped the data (such as the size of the cargo) regarding the cargoes 1, 2, 3, 4, 5, and 6 scheduled to be unloaded from the aircraft. The controller 175 turns on the lock located at a position corresponding to the size of the cargo (same below). Here, since the container is LD-3, locks 107A and 108A (see FIG. 5) on the dolly are turned on.

Then, as shown in FIG. 10B, the controller 175 rotates the mounting surface of the dolly D3, which is the transfer point, by 90° R1. Here, the dolly D3 rotates 90° counterclockwise. As a result, the rear side of the dolly D3 faces the right side of the dolly system and approaches the loader 200, and the front side of the dolly D3 faces the left side of the dolly system and is located on the opposite side of the loader 200.

After dolly D3 rotates, controller 175 turns off rear lock 108 of dolly D3. As a result, of the locks 107 and 108 of the dolly D3, the lock 108 closer to the loader 200 is OFF, and the lock 107 farther from the loader 200 is ON. Since the lock 108 on the loader 200 side is OFF, the cargo 1 can be transferred from the loader 200 to the dolly D3. Also, the lock 107 receives the transferred cargo.

After the controller 175 receives a signal indicating that the cargo 1 has arrived at the rear end of the loader 200 from the controller 275 of the loader 200, the transfer direction by the transfer drive device 160 of the dolly D3 is set to the T1 direction (Fig. 10(C)). The controller 275 of the loader 200 also controls the transfer driving device 260 so that the cargoes 1 and 2 are transferred to the dolly D3 side. In this manner, the transfer driving device 160 and the transport driving device 260 cooperate and simultaneously operate, thereby smoothing the transfer from the loader 200 to the dolly D3.

When the sensor of the dolly D3 detects that the cargo 1 has been transferred to the dolly D3, the controller 175 turns on the lock 108 of the dolly D3 to fix the cargo 1 therein. Also, the transport driving device 260 of the loader 200 is temporarily stopped.

After that, as shown in FIG. 10(D), the controller 175 controls the rotation driving device 170 of the dolly D3 to perform a 90° rotation R2 (clockwise rotation). As a result, the transfer direction of the dolly D3 faces the other adjacent dollys D2 and D4.

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

Thereafter, as shown in FIG. 10(E), the controller 175 automatically transfers the cargo 1 within the dolly system. Here, as an example, the controller 175 sets that the cargo transferred from the loader 200 is placed on D6, D1, D5, D2, D4, and D3 in the order of transfer. Based on the setting, the controller 175 identifies that the transfer destination in the dolly system of the cargo 1 first transferred from the loader 200 is the dolly D6.

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

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

When the sensor of the dolly D6 detects that the cargo 1 has arrived at the dolly D6, the controller 175 stops the transfer drive device 160 of the dolly D6 and turns on the lock 107 of the dolly D6. The cargo 1 is thereby secured on the dolly D6.

When the transfer of the cargo 1 is completed, the controller 175 executes the rotation R3 of the dolly D3, which is the transfer point, in order to transfer the next cargo 2. The rotation R3 here is a counterclockwise rotation of 90°. Controller 175 sends a signal to controller 275 indicating that the next shipment is ready to be received. The controller 275 that has received the signal drives and controls the transfer driving device 260 to transfer the cargo 2 to the dolly D3. At this time, the next two cargoes 3 and 4 are carried out in parallel from the cargo compartment of the aircraft (see FIGS. 10(F) and (G)).

The controller 175 drives and controls the transfer drive device 160 of the dolly D3 to pull the cargo 2 into the dolly. , 108, the dolly D3 is rotated R4 (see FIG. 10(G)). The rotation R4 here is a counterclockwise 90° rotation. As a result, the transfer direction of the dolly D3 faces the other adjacent dollys D2 and D4. Also, the lower inclined surface S of the cargo 2 faces the front of the dolly system.

The controller 175 identifies that the transfer destination of the cargo 2 within the dolly system is the dolly D1.

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

Then, as shown in FIG. 11A, the controller 175 controls the transfer driving devices 160 of the dollys D3, D2, and D1 so that the cargo 1 is transferred from the dolly D3 to the dolly D1, which is the transfer destination. drive control. The controller 175 controls each transfer driving device 160 so that the cargo 2 is transferred in the transfer direction T4 toward the dolly D1.

When the sensor of the dolly D1 detects that the cargo 1 has arrived at the dolly D1, the controller 175 stops the transfer drive device 160 of the dolly D1 and turns on the lock 108 of the dolly D1. The cargo 1 is thereby secured on the dolly D1.

Then, as shown in FIG. 11(B), the controller 175 turns on the lock 108 of the dolly D5 on which the next cargo 3 is placed, executes the rotation R5, and moves the next cargo 3 to the loader 200. draw from

Subsequently, as shown in FIG. 11C, the controller 175 executes rotation R6. Further, the controller 175 controls the transfer driving device 160 so that the cargo 3 is transferred in the transfer direction T so that the cargo 3 is transferred to the dolly D5. When the controller 175 detects that the cargo 3 has arrived at the dolly D5 by the sensor of the dolly D5, the controller 175 turns ON the lock 107 of the dolly D5 to secure the cargo 3 on the dolly D5.

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

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

As described above, the six cargoes 1, 2, 3, 4, 5 and 6 unloaded from the aircraft are transferred to the dolly system 100. FIG. The dolly system 100 is towed by a towing tractor 150 and moved to an airport unpacking dock.

12 and 13 show an example of procedures for loading cargo onto an aircraft. The dolly system 100 with the cargoes 1 , 2 , 3 , 4 , 5 , 6 mounted thereon travels toward the loader 200 . As an example, as shown in FIG. 11A, the dolly system 100 first stops with the loader 200 positioned on the right side of the dolly D1. While the dolly system 100 is running, all dolly locks are ON.

Here, the dolly D1, D3 is composed of the first dolly 110 and serves as the transfer point. Dollies D2, D4, D5 and D6 are non-transfer points. Cargo 1 is placed on the dolly D1, Cargo 2 is placed on the dolly D2, Cargo 3 is placed on the dolly D3, Cargo 4 is placed on the dolly D4, and Cargo 5 is placed on the dolly D5. is placed, and a cargo 6 is placed on the dolly D6. Shipments 1, 2, 3, 4, 5 and 6 are all assumed to be single overhang LD-3 containers. On the dolly system 100, the cargoes 1, 2, 3, 4, 5, and 6 are oriented in the same direction, and the lower slope S faces the front of the dolly system (left side in FIG. 11(A)).

When the dolly system 100 is placed alongside the loader 200, the controller 175 of the dolly system 100 executes the loading/unloading process (loading process) shown in FIG. The controller 175 executes steps S91 to S94. In step S95, the driving devices 160, 165, 170 are controlled.

The controller 175 turns off the front lock 107 of the dolly D1, which is the first transfer point. Through steps S93 and S94, the controller 175 has grasped the data (type, size, orientation, loading position, etc. of the cargo) on the cargoes 1, 2, 3, 4, 5, and 6 placed on the dolly system 100. is. The controller 175 turns on the lock located at a position corresponding to the size of the cargo (same below).

Then, as shown in FIG. 12B, the controller 175 rotates the mounting surface of the dolly D1, which is the transfer point, by 90° R11. Here, the dolly D1 rotates clockwise by 90°. As a result, the front side of the dolly D1 faces the right side of the dolly system and is close to the loader 200 , and the rear side of the dolly D1 faces the left side of the dolly system and is located on the opposite side of the loader 200 . Further, the lower inclined surface S of the cargo 1 faces the loader 200 side due to the rotation R11.

The direction of rotation R11 can be determined based on the orientation of the cargo 1 on the dolly D1 and the mounting position of the cargo 1 on the aircraft (the same applies to rotation below). The type of cargo 1 may be taken into account when determining the direction of rotation. Depending on the type of cargo 1 , the direction of rotation can be determined without considering the orientation of the cargo 1 .

After dolly D1 rotates, controller 175 turns off front lock 107 of dolly D1. As a result, of the locks 107 and 108 of the dolly D1, the lock 107 closer to the loader 200 is OFF, and the lock 108 farther from the loader 200 is ON. The cargo 1 can be transferred from the dolly D1 to the loader 200 by turning off the lock 108 on the loader 200 side.

The controller 175 controls the transfer drive device 160 so that the transfer direction of the transfer drive device 160 of the dolly D1 is the T11 direction. When the controller 275 of the loader 200 detects that the cargo 1 has been transferred to the loader 200, it drives and controls the transport drive device 260 to draw the cargo into the loader 200 and transport it to the cargo compartment. In this manner, the transfer driving device 160 and the transport driving device 260 cooperate and simultaneously operate, so that the transfer from the dolly D1 to the loader 200 is facilitated.

As shown in FIG. 12(C), when the controller 175 detects that the cargo 1 has been completely transferred to the loader 200 and is not on the dolly D1, it starts to transfer the cargo 2 on the dolly D2. . Controller 175 performs rotation R12 so that dolly D1 can receive cargo 2 from dolly D2. The rotation R12 is a 90° clockwise rotation. As a result, the transfer direction of the dolly D1 faces the adjacent dolly D2. In this state, of the locks 107 and 108 of the dolly D1, the lock 107 closer to the dolly D2 is OFF.

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

As shown in FIG. 12(D), when the sensor of the dolly D1 detects that the cargo 2 has arrived at the dolly D1, the controller 175 stops the transfer drive device 160 of the dolly D1 and unlocks the lock 107 of the dolly D1. After turning ON and fixing the cargo 2, a counterclockwise 90° rotation R13 is executed. The controller 175 then turns off the lock 107 of the dolly D1. This allows the cargo 2 to move between the dolly D<b>1 and the loader 200 . In addition, the cargo 2 has the lower inclined surface S facing the left side of the dolly system, which is opposite to the cargo 1 .

Then, the controller 175 controls the transfer drive device 160 so that the transfer direction of the transfer drive device 160 of the dolly D1 is the T13 direction. It is transferred to the loader 200 .

As shown in FIG. 12(E), the controller 275 of the loader 200 controls the transport driving device 260 and the like so that the two cargoes 1 and 2 are transported into the cargo compartment of the aircraft in the opposite direction according to the loading positions. do.

Further, as shown in FIG. 12(E), the dolly system 100 is advanced by the towing tractor 150 to position the loader 200 on the right side of the dolly D3, which is the second transfer point.

As shown in FIG. 12(F), the controller 175 turns off the front lock 107 of the dolly D3. Controller 175 then performs a 90° clockwise rotation R14 of dolly D3.

After the dolly D3 rotates, the controller 175 controls the transfer drive device 160 so that the transfer direction of the transfer drive device 160 of the dolly D3 is the T15 direction. The cargo 3 is thereby transferred to the loader 200 . At that time, the transfer drive device 260 of the loader 200 can also operate as in the case of the cargoes 1 and 2 .

Subsequently, as shown in FIG. 12(G), the controller 175 starts transferring the cargo 4 . When the cargo 3 is transferred to the loader 200, the controller 175 executes a 90° clockwise rotation R15 of the dolly D3.

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

As shown in FIG. 13A, when the sensor of the dolly D3 detects that the cargo 2 has arrived at the dolly D3, the controller 175 stops the transfer drive device 160 of the dolly D3 and unlocks the lock 107 of the dolly D3. After turning ON and fixing the cargo 4, a counterclockwise 90° rotation R16 is executed. The controller 175 then turns off the lock 107 of the dolly D3. This allows the cargo 4 to move between the dolly D3 and the loader 200 .

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

As shown in FIG. 13(B), the controller 275 of the loader 200 controls the transport drive device 260 and the like so that the two cargoes 3 and 4 that are reversed in accordance with the loading positions are transported into the cargo compartment of the aircraft. do.

When the cargo 4 is transferred to the loader 200, the controller 175 indicates that the cargo 5 has been transferred. First, the controller 175 performs a 90° clockwise rotation R17. In addition, the controller 175 turns off the locks from the dolly D3 to the dolly D5 except for the lock 108 of the dolly D3 and the lock 108 of the dolly D5 at both ends in the front-rear direction of the dolly D3 to D6. As a result, the cargo 5 can be moved from the dolly D5 to the dolly D3.

As shown in FIG. 13B, the controller 175 controls the transfer drive device 160 of each dolly D5, D4, D3 so that the cargo 5 is transferred from the dolly D5 to the dolly D3. The transfer direction at this time is the T18 direction.

As shown in FIG. 13C, when the controller 175 detects that the cargo 5 has arrived at the dolly D3, it performs a 90° clockwise rotation R18. The controller 175 then transfers the cargo 5 to the loader 200 .

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

As shown in FIG. 13(F), the controller 275 of the loader 200 controls the transport driving device 260 and the like so that the two cargoes 5 and 6 are transported into the cargo compartment of the aircraft in the opposite direction according to the loading position. do.

As described above, the six cargoes 1, 2, 3, 4, 5, 6 on the dolly system 100 are loaded onto the aircraft. The dolly system 100 is towed off the aircraft by a towing tractor 150 .

In the example of loading and unloading shown in FIGS. 10 to 13, the cargo is not rotated on the loader 200, but the cargo is rotated on the loader 200 to properly orient the cargo. may In this case, controller 175 of dolly system 100 may transmit data used to control rotation of the cargo on loader 200 to controller 275 of loader 200 during the loading process. Also, during loading, the controller 275 of the loader 200 can acquire data used for controlling the rotation of the cargo from a sensor or the like provided in the loader 200 . Controller 175 of dolly system 100 may also receive data from controller 175 of loader 200 that is used to control rotation by rotary drive 170 during the unloading process. Also, at the time of unloading, the controller 275 of the loader 275 can acquire data used for controlling the rotation of the cargo from sensors or the like provided in the loader 200 .

The present invention is not limited to the above embodiments, and various modifications are possible.

1 : Cargo 2 : Cargo 3 : Cargo 3A : Cargo 3B : Cargo 3C : Cargo 3D : Cargo 3F : Code 4 : Cargo 5 : Cargo 6 : Cargo 10 : Cargo loading/unloading system 100 : Dolly system 101 : Car body base 102A : Front wheel 102B: Rear wheel 103A: Front connecting part 103B: Rear connecting part 104: Rotation mechanism 105: Mounting part 105A: Mounting surface 106: Roller 107: Front lock 107A: Front first lock 107B: Front second lock 108 : Rear lock 108A : Rear first lock 108B : Rear second lock 108B : Sensor 110 : First dolly 120 : Second dolly 150 : Towing tractor 160 : Transfer drive device 165 : Lock drive device 170 : Rotation drive Device 175: Controller 180: Sensor 181A: First sensor 181B: First sensor 182: Second sensor 183: Third sensor 184: Sensor 184A: Front first sensor 184B: Front second sensor 185: Rear sensor 185A: Rear Side first sensor 185B : Rear side second sensor 186 : Deceleration sensor 187A : Orientation sensor 187B : Orientation sensor 200 : Cargo loader 202 : Wheel 203 : Wheel 206 : Roller 220 : Vehicle front 230 : Vehicle rear 260 : Transport drive device 270 : Rotary drive device 275 : Loader controller 280 : Sensor 281 : First sensor 282 : Second sensor 283 : Third sensor 285A : Sensor 285B : Sensor 285C : Sensor 286A : Visual sensor 286B : Visual sensor 300 : Aircraft 301 : Aircraft 301D : Transported object 302A : Forward cargo inlet 302B : Rear cargo inlet 303 : Main wing 310 : Forward cargo compartment 320 : Rear cargo compartment 400 : Server 401 : Loading data 401B : Loading position data 401C : ULD-ID
401D: Shipment data 401E: Dolly ID
401F : Mounting order data 500 : Terminal A : Plane BP : Elevating platform C : Axis of rotation D1 : Dolly D2 : Dolly D3 : Dolly D4 : Dolly D5 : Dolly D6 : Dolly EP : Work platform MP : Elevating deck P1 : Work Worker P2: Worker S: Lower slope

Claims (8)

A dolly system used for transporting cargo on an aircraft and transferring the cargo to and from a cargo loader mounted on the aircraft,
a plurality of dollys connected in series via connecting portions;
one or more controllers for controlling the dolly;
with
Each of the plurality of dolly
a mounting surface on which the cargo is mounted;
a transfer driving device for generating a driving force for transferring the cargo placed on the placement surface to another adjacently connected dolly among the plurality of dollys, based on a signal from the controller; ,
with
The plurality of dollys include one or more first dollyes that are cargo transfer points for the cargo loader,
The first dolly horizontally rotates the loading surface of the first dolly based on a signal from the controller, thereby changing the orientation of the cargo placed on the loading surface and transferring the cargo. A dolly system comprising a rotary drive device for changing the transfer direction by the drive device. the plurality of dolly includes one or more second dolly that is not the transfer point;
The one or more controllers are configured to perform at least one of a loading process and an unloading process for dolly control,
The loading process includes controlling the transfer drive device of at least the second dolly so that the cargo placed on the second dolly is transferred to the first dolly;
The unloading process includes controlling at least the transfer drive device of the first dolly such that the cargo transferred from the cargo loader to the first dolly is transferred to the second dolly. 2. The dolly system of claim 1. the plurality of dolly includes one or more second dolly that is not the transfer point;
The one or more controllers are configured to perform at least one of a loading process and an unloading process to control the dolly;
The mounting process includes:
controlling the transfer drive device of at least the second dolly so that the cargo placed on the second dolly is transferred to the first dolly;
When the sensor for detecting that the cargo is placed on the first dolly detects that the cargo has been transferred to the first dolly, the transfer direction is positioned to the side of the first dolly. controlling the rotary drive to face the cargo loader,
After the transfer direction is directed toward the cargo loader, the transfer drive device of the first dolly is controlled in order to transfer the cargo transferred to the first dolly to the other aircraft support equipment. including
The unloading process is
controlling the rotary drive device such that the transfer direction is directed toward the cargo loader located on the side of the first dolly;
When the sensor for detecting that the cargo is placed on the first dolly detects that the cargo has been transferred from the cargo loader to the first dolly, the transfer direction is directed to another adjacent dolly. so as to control the rotary drive device,
controlling the transfer driving device of at least the first dolly in order to transfer the cargo transferred to the first dolly to the second dolly after the transfer direction is directed to another adjacent dolly; The dolly system of claim 1, comprising: The controller is
In the loading process, data used for controlling the rotation of the cargo in the cargo loader is transmitted to the controller of the cargo loader; receiving data to be used;
4. A dolly system according to claim 2 or 3, configured to perform at least one of: The one or more controllers, in the loading process, indicate cargo data for identifying one or more cargo placed on the plurality of dollys and a position on the aircraft where the cargo should be loaded. 4. The dolly system according to claim 2, wherein the transfer drive device is controlled based on the loading instruction data. In the loading process, the controller causes the rotary drive device to rotate based on data indicating the orientation of the cargo loaded on the dolly and loading instruction data indicating the position where the cargo should be loaded on the aircraft. 4. A dolly system according to claim 2 or claim 3, wherein the dolly system controls the direction of rotation. 4. The dolly system according to claim 2 or 3, wherein in the unloading process, the controller controls the rotation direction of the rotary drive device based on data for identifying the orientation of the cargo on the cargo loader. . Each of the plurality of dolly
a lock for fixing the cargo placed on the placing surface;
a lock driving device for causing the lock to perform a locking operation and an unlocking operation based on a signal from the controller;
with
The lock is configured to be able to lock the cargo at a position that matches the size of the cargo,
The controller controls the lock driving device based on data for identifying the size of the cargo placed on the placement surface so that the cargo is locked at a position that matches the size of the cargo. The dolly system of claim 1.

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