MXPA98003743A - Double mode charging transport device and method for using the mi - Google Patents

Abstract

The present invention relates to a cargo handling system for transporting cargo in a carrier from a storage compartment to a cargo supply area of a multitude of cargo supply areas, comprising: at least one vehicle for carrying the cargo controls to control at least one vehicle, a defined path comprising a road and a railway, the roadway is located between the storage compartments and an entrance to the railway, the railway line extends from the entrance to the supply areas , the entrance of the railway estáinclinada to allow the vehicle to be manually driven on the track, a discharge station in cadaárea supply to discharge the cargo carried by the vehicle, an electronic controller to operate the controls and control at least a vehicle along the railway, the driver includes a me He gave to identify the cargo when the vehicle arrives at the entrance and direct the vehicle along the rail track and into one of lasáreas supply loading, based on the identification of cargo, a manual actuator for manually operating the controls control at least one vehicle on the roadway and a switch to move the control of at least one vehicle between the electronic actuator and the actuator manu

Description

DOUBLE MODE CHARGING TRANSPORT DEVICE AND METHOD FOR USING THE SAME DESCRIPTION OF THE INVENTION The present application is directed to a method and apparatus for transporting cargo. More particularly, this invention is directed to an apparatus for transporting cargo, which includes a vehicle capable of operating in a mode, both handled and not operated by man by man and a method of transporting cargo using such a vehicle.

BACKGROUND OF THE INVENTION Various types of vehicles, such as airplanes, ships and trucks are used to transport cargo from one site to another. The cargo must be loaded onto these vehicles at a place of origin and removed from them at a destination site. Due to the size of the vehicles used, it is often necessary to park them at some distance from the site where the cargo is stored at the origin or destination and to carry the cargo between the vehicle and the storage site.

This problem is particularly acute in airports, where baggage must be moved from the large aircraft to a baggage claim or storage area within the terminal. Typically, the luggage is unloaded by hand from the support of an aircraft, placed on a truck or van and driven to the entrance of the terminal. From there it is unloaded from the truck on a conveyor belt on an automatically guided vehicle (AGV) and is taken to the baggage claim or storage area. The baggage that will be loaded onto the airplane is carried from the terminal onto a conveyor belt or an AGV, driven to a truck or van, taken to the aircraft, and unloaded from the truck and placed inside the aircraft. Sometimes AGVs are used to transport luggage outside a terminal. However, VFAs should generally follow well-defined trajectories. When these trajectories are defined by lanes, the lanes can not run too close to a gate of the aircraft without interfering with the free movement of the ship. When the trajectories are defined by reference marks, the VFAs are prone to deviate from the course and can collide with and damage the airplane. In addition, many different airplanes will use a given gate and each of these airplanes will be placed in a different way when it arrives at the gate. The loading doors of different aircraft are also located in a variety of different places. It is not practicable to program an AGV to arrive in exactly the correct position to unload the various loading doors of each of these aircraft, especially when the exact position and angle of the ship in the hatch is not predictable. Therefore, human operators are used to guide the trucks to the cargo hold of an aircraft and to take these trucks away from the aircraft to a site where the baggage can be unloaded on an automatic baggage handling system. This requires the manual transfer of luggage from one transport device to another that reduces the speed of loading and unloading operations, increases the work costs associated with baggage handling, and increases the risk of * a suitcase being damaged. directed and does not reach the appropriate destination.

BRIEF DESCRIPTION OF THE INVENTION These and other problems are addressed through the present invention, which comprises an apparatus for moving the cargo that is operable in a mode, whether driven or not operated by man and which can be easily switched between these modes. In the man-operated mode, a driver uses conventional controls, such as a steering wheel and a brake pedal to guide a vehicle up an airplane and to place it properly in the loading door. In the non-man-driven mode, the driver leaves the vehicle and allows it to be electrically controlled in the form of traditional automatic guided vehicles (AGVs). The invention further comprises a method for handling the loading, mainly by using a vehicle in a dual mode in a man-operated mode near an aircraft and then moving the vehicle to a mode not man-operated, so that it can be automatically guided to a destination. In the preferred embodiment, the vehicle includes a series of controls, such as regulator and steering links, and both manual and electronic actuators for these controls. When the vehicle is in manual mode, manual actuators, such as a steering wheel and an accelerator pedal can be used to operate the controls. When in the non-man-operated mode, the electronic actuators are connected to the steering links and the regulator controls these functions. Alternatively, when the vehicle is traveling on a trajectory in its automatic mode, the vehicle is directed through the lanes and it is not necessary to control the direction. In automatic mode, the actuators are controlled by an internal controller and a remote central controller that communicates with the internal controller via radio or any of the known methods for communicating with an AGV. The vehicle also includes a switch to move back and forth between these manual and automatic modes. Preferably, the switch can be manually moved to any mode. This allows a human operator to take control of the vehicle at any time, even when being electronically guided. In addition, a human operator can preferably prevent the central controller from taking control of the vehicle until such time as the operator decides that it is appropriate to take control. The central controller has the ability to move the vehicle from automatic to manual control, so you can park the vehicle in a place for a human being to recover it. It is also possible to give authority to the central controller to take command of a vehicle at any time, for the purpose of avoiding the collision, for example, but it is usually undesirable for safety reasons. Preferably, the vehicle is driven through a battery when traveling under manual control away from the guide rails and through an energy lane associated with the guide rails when traveling under automatic control. Energy from the energy lane can also be used to charge the batteries inside the vehicle. Alternatively, vehicles can be activated through a battery or other internal power source at all times and the batteries can be periodically exchanged for charged batteries as the internal batteries run out. The preferred method for using a dual-mode cargo handling system is to provide a vehicle that can be controlled either manually or electronically, and to operate the vehicle in its manual mode near the aircraft or other objects whose positions may vary. Once the vehicle is loaded, it is directed towards the entrance of an AGV path and the control of the system is ignited on an electronic controller, which maneuvers the vehicle around a trajectory until it reaches a discharge site. Once the vehicle is unloaded, it automatically returns to an exit from the path, where it was recovered by a human operator. Alternatively, for example the vehicle may navigate to a storage site if this is not necessary, or to a collection site, where it may be loaded with cargo that is taken to an airplane that is leaving. Therefore, a main object of the present invention is to provide a vehicle capable of operating in a mode either controlled or not controlled by man. It is another object of the present invention to provide a method for using a vehicle capable of operating in a mode either driven or not operated by man to move the cargo.

It is a further object of the present invention to provide a system for moving the cargo of a mobile cargo carrier to an internal cargo storage area. A further object of the present invention is to provide a method for transferring the cargo of a mobile storage unit to a fixed storage site using a single vehicle. It is still yet another object of the present invention to provide a manual control system for an AGV to increase the number of sites where the AGV can be used. It is yet another object of the present invention to provide a cargo transport vehicle equipped with wheels that allow it to operate both on paved surfaces and on support rails. It is still another object of the present invention to provide a load transport vehicle capable of automatically following a path defined by guide rails or that is handled by a human operator. It is another object of the present invention to provide a prior character transport vehicle that expels current from an energy lane when said energy lane is present and which expels internal battery current when an energy lane is not found.

BRIEF DESCRIPTION OF THE DRAWINGS These and other objects will be apparent from the reading and understanding of the following detailed description of a preferred embodiment of the invention, taken in conjunction with the following drawings, in which: Figure 1 is a plan view of an aircraft portion; equipped with the system of the present invention; Figure 2 is a side elevational view of a double mode vehicle for use in the system of the present invention, - Figure 3 is a rear elevation view of the vehicle of Figure 2 and a pair of support rails; Figure 4 is a side elevational front view of one of the wheels of the vehicle shown in Figure 2; Figure 5 is a side elevational view of the wheel of Figure 4; Figure 6 is a side elevation view of the front wheels of the vehicle of Figure 2, coupling the rails of the automatic portion of the system of the invention; and Figure 7 is a plan view of the front wheels of the vehicle of Figure 2 approaching the guide rails and energy rail of the automatic portion of the system.

DETAILED DESCRIPTION OF A PREFERRED MODALITY Referring now to the drawings, wherein the shown is for purposes of illustrating a preferred embodiment of the object of the invention only, and not for purposes of limiting the same. Figure 1 shows a portion of an aircraft comprising a gate area 10 and a terminal 12. The terminal further includes a cargo transport area 14, a baggage claim area 16 and an overflow area 18. The area of gate 10 and the various areas within the door are connected to a rail system 20 made of pairs of separate lanes 22. An energy lane 23 is placed between the lanes 22 to provide energy to the vehicles as they pass through. the rail system 20. The rail system 20 includes an end portion 24 in the gate area 10 comprising an entry segment 26 and an exit segment 28, and a main transport circuit 30 within the terminal 12. circuit 30 further includes a first side 32 in the baggage claim area 16 near a baggage claim conveyor 17, a second side 34 in the area of development 18 near the entrance of the baggage carriers. page 19, and a storage strut 36 connected between the two portions of the circuit 30. Several switches 38 are used to connect the different rail segments to each other in a well-known manner, and the switches are controlled through a central controller, which will be described later. Additional sides branch off circuit 30 to other claim sites and baggage locations and can also be used to store carriers when they are not being used. A number of carriers 40 are provided, which are equipped to travel either on a paved surface of the gate area 10 or on rails 22. To this end, and as best seen in Figures 3 and 5, each carrier 40 is equipped with special wheels *, which include a first twist 44 for connecting to a rim 46 and a second portion 48 for attaching rails 22 and supporting the carrier 40 thereon. The carrier 40 also includes a load bearing area 50, which can be configured to support already individual pieces of suitcases or unit loading devices (ULDs), which are large containers to hold and transport a group of objects that go to the same destination. Figure 2 shows the carrier 40 equipped with two ULDs 52, the carrier 40 includes a car 54 having a seat 56 for a driver, a steering wheel 58, an accelerator pedal 60 connected to a rator 62 and a r * 11 brake pedal 64 connected to brake cylinder 66. Mounted on or below the cab 54 se. find an electronic actuator 68 for operating the regulator 62 and the brake cylinder 66 when the carrier is in an automatic guidance mode. The carrier 40 also includes an internal controller 70 to receive signals from a central controller 72 and pass these commands to the electronic actuator 68. The actuator 68 must be switched using a switch 73 to allow the internal controller to control the carrier 40. The internal controller 70 can deactivate the actuator 68 when instruct him to do so, through the central controller, such as when the carrier has reached the end of the exit segment 28 of the system 20, but the actuator can not be trained without legal control. This prevents the central controller from taking control of the vehicle until a human operator has determined that it is appropriate to cede control. The central controller 72 comprises a microprocessor 74 and a tranceptor 76 to communicate with the internal controls 70 on each of the carriers. The central controller 72 also controls the switches 38 to direct the carriers 40 to various places in the system 20. The transceivers preferably operate at radio frequencies, but infrared frequencies or other communication means may be used.

Each of the carriers is also equipped with a contactor 75 for coupling the energy rail of the energy rail 23 to expel current from it in a well-n manner. When the vehicle follows the guide rails 22, it is driven through the current of the energy rail 23; when away from the guide rails, a battery 77 provides current to the vehicle. The current of the energy rail is also used to recharge the battery 77. Each of the ends 78 of the rails 22 in the entry segment 26 and in the exit segment 28 includes an angled ramp portion 80 for guiding the wheels 42 on the lanes. In addition, each inlet segment 26 is provided with a pair of angled guide rails 82 for guiding the wheels 42 in alignment with the rails 22. As shown in Figure 1, the guide rails 82 have first ends 84 near of the ramp portions 80, which are more closely spaced than the rails 22 and second ends 86 separated from the rails 22, which are more widely separated from the rails 22. The guide rails 82 are only separated by a small distance of the ground so as not to interfere with the second wheel portions 48, but they are raised enough to guide the rims 46 and align the second portions 48 with the rails 22, as shown. shown in Figure 7. Figure 6 shows how the rims 46 are lifted off the ground as the second wheel portions 48 engage the ramps 80 to transfer the carrier 40 from the ground track to the rail path. The operation of the system will be described below. An operator approaches a carrier 40, which is waiting on the exit segment 28 of the rail end 24 and drives the carrier to the next site to a loading door 90 of an aircraft 92. The steering wheel 58, accelerator 60 and brake pedal 64 are used during this process. The load is then unloaded from the airplane 92 on the carrier 40 and when this charge is completed, the driver maneuvers the carrier 40 away from the aircraft and towards the end portion 24 of the rail system 20. The driver must align the wheels 42 of the carriers with lanes 22 and guide the carrier over the lane. This alignment is facilitated by the presence of guide rails 82 leading to the entrance 26. The wheels 42 of the carrier 40 are spaced approximately the same distance as the spacing between the rails 22; the guide rails 82 have ends 86 spaced a greater distance than the rails 22. As the operator approaches the rails 22, the rails 82 moderately place the rims 46 in proper alignment, so that the second portions 48 of the wheels 42 appropriately make contact with the ramps 76, as shown in Figure 7. As the second portions 48 frictionally engage the lanes 22 begin to move the carrier 40 along the lane. The carrier 40 is driven a short distance along the entry lane 26 and then stopped. At this point, the driver activates the switch 73 to the automatic guidance position and leaves the vehicle. After a short delay to allow the driver to leave the carrier, the central controller 72 instructs the internal controller 70 to move the carrier 40 along the rails 22 and toward the terminal 12. Since the carrier 40 is filled with luggage, the controller 72 will direct it to a baggage claim area, such as area 16, through a first side 32. The central controller 72 sends a signal to the internal controller 70 which causes the "controller 62" to open and the carrier 40 moves along the input segment 26 and on the main circuit 30. As the carrier approaches the switch 38 at the input to the side 32, the controller 72 sends a signal to the switch to move it. to a position to allow the carriers to be on the side. Once the carrier has passed, and if there is no other carrier immediately behind the first carrier 40, which also needs to enter this side the switch 38 is shifted to its original position to allow carriers to travel along the main circuit 30. The carrier is stopped in front of a unloading site in the baggage claim area, so that the carrier can be unloaded either manually or automatically on the baggage claim conveyor 17. At this point, the switch 73 is moved by the controller back to the manual control position, so that the carrier does not move accidentally while it is being discharged. When the discharge is complete, the switch 72 moves back to an automatic position, and the central controller directs the bearer to go to one of the three cycles, the travel of each of these sites will be described later, it must be understand that the central controller can direct the bearer to any of these sites, or to another claim area to equip, as conditions warrant. Assuming that the carrier is not needed anywhere, when the download ends, it will be directed to a storage site, such as a storage boom 36 where it will remain in the automatic control mode and await additional commands from the central controller. Next, you can receive a command to proceed to a development area, such as the development area 18. The central controller will direct the carrier around the circuit 30 and the development area and then move the carrier to the manual mode while the latter is filled with luggage from an external flight. After the carrier 40 is charged, it is driven by the switch back to an automatic mode and directed by the central controller 72 around the circuit 30 and towards one of the ends-of the rail 22 and on an output segment 28. Here, the carrier stops and moves to manual mode to wait for a human operator to take over and direct the bearer to the loading door of an aircraft. The output segment 28 is long enough to allow several carriers to form a row while waiting for the human operator. After it is unloaded, the empty carrier is either taken to another airplane to receive luggage or is returned to lane 20 to be stored by the system until it is needed again. Alternatively, the operator can park the vehicle in the gate area for future use. * The system shown in Figure 1 includes only one baggage claim area and one development area, and two extreme rail sections in the airport gate area. Airports are generally more complex than the one shown in this Figure, the system can easily be modified to include numerous sides, storage struts and rail ends to adapt to its greater complexity. Sometimes, it may be desirable to operate a system as two or more independent subsystems, such as when the systems are located in physically remote areas of an airport or other cargo handling facility. It should be recognized that while the preferred embodiment has been described in terms of airports and airplanes, the system can also find application in relation to the loading and unloading of trucks, trains, ships or other cargo vehicles. These and other modifications will be apparent to those skilled in the art after reading and understanding this specification taken in conjunction with the accompanying drawings. It is intended that all modifications be included in this invention to the extent that they are described by the various claims appended thereto.

Claims (15)

IK CLAIMS

1. A cargo handling system for transporting cargo from a storage compartment in a carrier to a cargo supply area, characterized in that it comprises: at least one vehicle to carry the cargo; controls to control at least one vehicle; a defined path having a separate end section of the carrier, said path extending toward the delivery area; an electronic controller for driving the controls to control at least one vehicle along the defined path; . a manual actuator for manually operating the controls to control at least one vehicle of the defined path and along the end section; and a switch for moving the control of at least one vehicle between the electronic actuator and the manual actuator.

2. The cargo handling system according to claim 1, characterized in that at least one vehicle is supported by a plurality of wheel means, and wherein the wheel means includes first support portions to support at least one vehicle away. of the trajectory, and second support portions to support at least one vehicle on the trajectory.

3. The cargo handling system according to claim 2, characterized in that each of the wheel means comprises a wheel and a rim supported on a portion of the wheel.

4. The cargo handling system according to claim 3, characterized in that the tires make contact with the ground to support the vehicle away from the path, and where the tire is kept away from the ground through the wheels when the vehicle is about the trajectory.

5. The cargo handling system according to claim 3, characterized in that the trajectory comprises a pair of separate rails supported on the ground and wherein the wheels couple the rails to support at least one vehicle along the trajectory.

6. The cargo handling system according to claim 5, characterized in that the rail includes a support surface separated from the ground and wherein the end comprises a portion of the surface of the support angled towards the ground.

7. The cargo handling system according to claim 1, characterized in that at least one vehicle comprises a plurality of vehicles, and wherein the path includes a row section near the end to store a number of a plurality of vehicles.

8. The cargo handling system according to claim 1, characterized in that the path includes a storage section for storing a number of the plurality of vehicles.

9. The cargo handling system according to claim 1, characterized in that the end section comprises an entry segment and an exit segment.

10. A method for transporting objects from a variable position storage unit to a fixed site, characterized in that it comprises the steps of: providing at least one vehicle having manual controls and an automatic guidance system capable of responding to commands to from a controller; provide a path that has an end and a discharge position near the fixed site; manually place at least one vehicle near the variable position storage unit; charge at least one vehicle; manually guiding at least one vehicle towards the end; move the control to at least the controller; automatically guide at least one vehicle to the unloading position; and download at least one vehicle.

11. The method according to claim 10, characterized in that it includes the additional steps of: automatically guiding at least one vehicle from the unloading position towards the end, - shifting the control of at least one vehicle away from the controller; and manually guiding at least one vehicle away from the end.

12. The method according to claim 10, characterized in that the end comprises an entrance portion and an exit portion, and wherein at least one vehicle comprises a plurality of vehicles.

13. The method according to claim 12, characterized in that it also includes the additional steps of: determining whether at least one vehicle is necessary at that end; and automatically guide at least one vehicle to the end.

14. A baggage handling system for transporting luggage from a site near an aircraft to a baggage supply area within the terminal that is characterized in that it comprises: a defined path comprising a pair of separate guide rails supported on the ground by the floor inside the terminal, the path having a separate end section of the aircraft and extending toward the supply area; a power rail supported by the floor between the separate guide rails, - at least one motorized vehicle for carrying the luggage, the vehicle being supported by a plurality of wheel means comprising wheel portions to support at least one vehicle on the guide rails and rim portions for supporting the vehicle on the ground, the vehicle further comprises a battery for providing power to the vehicle and a contactor for expelling current from the power rail; controls for controlling at least one vehicle, - an electronic actuator for operating the controls for controlling at least one vehicle along the defined path; a manual actuator for manually operating the controls to control at least one vehicle of such a defined path and along the end section, and a switch for shifting the control of at least one vehicle between the electronic actuator and the manual actuator.

15. A cargo handling system for transporting cargo from a storage compartment in a carrier to a cargo supply area, which is characterized in that it comprises-. at least one truck to carry the cargo, - a defined trajectory having a separate end section of the carrier, the trajectory extending towards the supply area; an electrically controlled actuator for automatically moving and guiding at least one truck along the defined path; a manually controlled actuator for moving and guiding at least one truck of the defined path and along the end section, and a switch for shifting the control of at least one truck between the electronic actuator and the manual actuator.