法国专利FR3076812A1 System for moving loads in an airplane

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专利摘要:
System (10) for moving loads in an aircraft, the system (10) comprising a cargo floor (14), at least one roller train (16) which comprises a plurality of rollers (18) which are arranged behind one another the others in the cargo compartment floor (14), the rollers (18) defining a travel plan for the load, at least one guide track (24) which is provided in the cargo compartment floor (14) and which extends substantially parallel to the at least one roller train (16), at least one transport vehicle (26) which is removably received in the guide track (24) and can be moved along the track for guiding (24), and at least one locking device (22) which is arranged so as to lock, in its locking position, relative movements of a load with respect to the at least one set of rollers (16). ) in a direction (X) parallel to the plane of movement (P) and in a direction (Z) perpendicular to the plane of displacement (P) and to allow, in its release position, relative movements, the at least one locking device (22) being designed so that it can be actuated by a transport vehicle (26) in the guideway (24) to move the locking device (22) from the release position to the locking position, or - to return the locking device (22) from the locking position to the release position. Figure for the abstract: Figure 1
公开号:FR3076812A1
申请号:FR1872064
申请日:2018-11-29
公开日:2019-07-19
发明作者:André Koehler
申请人:Airbus Operations GmbH；
IPC主号:

专利说明:

Description
Title of the invention: System for moving loads in an aircraft The invention relates to a system for moving loads which is intended to be used in an aircraft hold, as well as a locking arrangement and a vehicle. of transport for such a system. Furthermore, the invention relates to a method of operating a system for moving loads in an aircraft.
The loads to be transported in cargo planes or passenger planes are usually stored in standardized containers or on standardized pallets called "Unit Load Devices" (ULD). In order to be able to move the ULDs in the aircraft hold, trains of rollers are usually integrated into the hold floor, which allow, depending on their configuration, a movement of the ULDs depending or not on the direction. A hold fitted with such roller trains is for example described in patent EP 1 527 993 B1. The ULDs can be moved manually on the roller trains. Alternatively, an electric drive system can be provided for this purpose with “Power Drive Units” (PDU) in or next to the roller trains, which allows automatic movement of ULDs in the hold.
In addition, it is known to provide, as a variant or in addition to any PDUs, transport vehicles which allow movement of the ULDs along the roller trains and parallel to the floor of the hold. In the present case, such transport vehicles essentially only take up the reaction or inertia forces exerted during the movement of the ULDs, while the significantly higher weight forces are supported by the roller trains.
Such a solution is for example known from document DE 10 2013 003 849 A1, in which a transport vehicle is positioned under a load placed on the roller trains. Then, a platform of the transport vehicle is raised in order to establish contact with the load and to allow movement. According to US Patents 4,170,292 A and DE 2,735,737 A1, transport vehicles which can be moved by means of external winches which can be brought into selective contact with a load placed on the roller trains in order to move the latter parallel to the floor of the hold, are also known.
When loads, in particular in the form of ULD, are loaded in a hold and placed inside the hold, it must be ensured that they remain in their predefined position during transport. This applies in particular to the hold of an airplane in which the loads or the cargo are exposed to significant forces and shocks during takeoff and landing of the airplane. In order to retain the loads in their predefined position, it is known to use locking devices which are fixed to the floor of the hold or which can be integrated in the trains of rollers in the hold. These locking devices are actuated manually or through actuation systems with electric motors which are associated with each locking device. These electric motors must be connected by cables to power sources and to a control. This considerably increases the weight and complexity of the system.
The present invention aims to provide a system for moving loads in an aircraft, which allows efficient loading and locking of loads in a hold and / or efficient unloading and release of loads.
This object is achieved by a system for moving loads in an aircraft, comprising a hold floor, at least one train of rollers which comprises a plurality of rollers which are arranged one behind the other in the hold floor , the rollers defining a displacement plane for the load, at least one guide track which is provided in the floor of the hold and which extends substantially parallel to the at least one train of rollers, and at least one vehicle transport which is removably received in the guideway and which can be moved along the guideway.
Thus the system for moving loads in an aircraft according to the invention is characterized in that it further comprises at least one locking device which is produced so as to block, in its locking position, relative movements of a load relative to the at least one train of rollers in a direction parallel to the plane of movement and in a direction perpendicular to the plane of movement and to allow, in its released position, relative movements. The at least one locking device is designed so that it can be actuated by a transport vehicle in the guideway in order to move the at least one locking device from the release position to the locking position, or return the at least one locking device from the locking position to the release position.
The solution according to the invention will be described below in connection with an application in an aircraft. However, it is also possible to envisage using the system in a stationary storage area, for example a storage warehouse.
A system for moving loads in an airplane comprises a hold floor. This can include any suitable materials which support the weight forces of the loads, for example metallic, plastic or composite materials. The loads can include containers or pallets standardized in the form of ULD but also any other cargo. The terms bunker and bunker floor can refer to an area or section of an airplane that is specially designed for the carriage of cargo. These terms may also refer to an area that has been subsequently equipped for this purpose, either permanently or flexibly. It is also possible to envisage providing the system in a passenger area of an airplane or subsequently equipping the passenger area of an airplane with a corresponding system. This may include the arrangement of the roller trains described below in structures which are also used for securing seating areas.
The system further comprises at least one train of rollers which has a plurality of rollers which are arranged one behind the other in the floor of the hold. The train of rollers may be provided to allow the movement of a load in a direction parallel to the surface of the hold floor. The rollers of the at least one train of rollers can have any suitable shape, for example a cylindrical shape or a spherical shape. They can also be mounted so that a load placed on them can be moved in a direction parallel to the surface of the hold floor. Preferably, the rollers of the at least one train of rollers can be dimensioned such that a load placed on them is placed at a sufficient distance from the ground surface of the hold to allow the load to move without friction. parallel to the surface of the hold floor. The train of rollers may further have a rail or a frame member which supports the rollers. The rail or the frame element can be made in the form of an elongated profile. The rail or frame element can be mounted on a cargo floor.
When the system is used in an aircraft, the at least one train of rollers and / or the rollers arranged therein may also be arranged so as to allow displacement of loads, in particular along an axis longitudinal of the hold or the plane. Correspondingly, the rollers of the train of rollers can be generally arranged one behind the other along a longitudinal axis of the hold or of the aircraft.
In addition, there is provided at least one guide track in the floor of the hold. The guide track extends essentially parallel to the at least one train of rollers. In this case, the roller train and the guide track can have any desired straight or curved shape. In particular, when the system is used in an airplane, the train of rollers and / or the guide track can extend essentially in a straight line in order to allow a rectilinear movement of the loads parallel to the train of rollers and to the track guide. According to one embodiment, the guide track can be limited by two trains of adjacent and essentially parallel rolls. In this case, the guideway can be arranged between the zones of side walls of two adjacent roller trains and is defined by these.
The guide track may have a ground zone which may include a flat ground surface and which may extend essentially parallel to a surface of the floor of the hold and / or to a plane of displacement of the load defined by the train of rollers. The ground area can define a travel plan for a transport vehicle described below. In addition, the guideway may have side wall areas which can extend essentially parallel to each other and / or which are arranged at an angle preferably of about 90 ° relative to the area of ground. The side wall areas may further extend essentially parallel to an axis of movement of the transport vehicle and / or may be defined by the side walls of adjacent roller trains.
The guide track may include materials similar to the floor of the hold and in particular materials which allow movement with the least possible loss of the transport vehicle along the guide track, for example metallic materials, plastics or composites.
The system for moving loads further comprises at least one transport vehicle which is removably received in the guideway and which can be moved along the guideway. The term removable can in this case designate in particular the possibility of removal or simple removal of the transport vehicle from the guideway and preferably includes the cases in which the transport vehicle can be removed from the guideway. guidance without additional mounting step on the transport vehicle and / or the guideway (i.e. it can be removed without disassembly). For example, by an automatic or manual movement of retaining or guiding elements of the transport vehicle, it is possible to remove the guide track without such elements having to be completely dismantled. As a result, the transport vehicle can thus be arranged without great effort in the guide track in order to perform a loading and / or unloading operation of the hold. For maintenance purposes and / or when such loading operations are completed, the vehicle can again be removed from the guideway.
The transport vehicle generally allows efficient movement of loads, so that a quick loading and unloading of a hold are possible. Likewise, the transport vehicle can partially or completely replace driven rollers (PDUs) provided for moving loads, so that costs and total weight can be reduced. Alternatively, the transport vehicle can only be inserted into the guideway if necessary and again removed from it after moving loads, so that the weight of the whole system is not unnecessarily increased. However, it is also possible to consider leaving the transport vehicle permanently in the guideway. In the case of use in an airplane, this makes it possible for example to start the unloading operation immediately after landing. The use of the transport vehicle driven according to the invention and linked to the guide track offers considerable weight advantages even if it is thus left permanently in the guide track, compared to PDUs distributed over a large area in the hold.
In this context, the guide track allows a standardized, rapid and reliable movement of the transport vehicle along an axis or a preferred travel path (e). In addition, the guide track provides a free space in which the transport vehicle is arranged and can move so that it can be positioned under a load on the train of rollers. This increases the freedom of design during the construction of the transport vehicle which can thus be optimized in terms of weight, technical operation and cost.
The transport vehicle may also have a coupling arrangement which is produced so as to selectively connect the transport vehicle to a load arranged on the train of rollers so that the load can be moved as a function of 'a movement of the transport vehicle. The coupling arrangement may further have at least one coupling element which can be moved between a first operating position in which the transport vehicle is positioned below a load disposed on the roller train, and a second operating position in which the coupling element cooperates with the load so that it can be moved together with the transport vehicle. In other words, the transport vehicle can press and / or push the load along the roller trains through the hold if the transport vehicle is coupled to the load by means of the coupling element located in its second position. In the second position, the coupling element of the transport vehicle is disposed beyond a plane of displacement of the load defined by the rollers (i.e. beyond a virtual plane which is defined by the rollers and which corresponds to a plane in which the load comes into contact with the train of rollers), in order to interact with a load positioned on the rollers. For example, the coupling element may come into contact directly or indirectly with the load so that movement of the transport vehicle along the guideway is transferred to the load. Consequently, the load can be moved with the transport vehicle along the guide track and parallel to the surface of the hold floor.
In its first position, the coupling element can be arranged so that it does not protrude substantially from the guide track and the floor of the hold. For example, it can be spaced from a plane of movement of the load defined by the rollers or from a plane in which the load is in contact with the train of rollers.
In this position, the transport vehicle can move along the guide track and be placed under a load without coming into contact with the load.
The coupling element can however be made so that at least a first portion of the coupling element, in its second operating position, extends from the transport vehicle in the direction of the load in order to establish a connection between the load and the transport vehicle. This allows a particularly reliable transfer of a pushing force to the load when the transport vehicle is moving in the guideway. For example, it is thus possible to establish (directly or indirectly) an engagement by correspondence of shapes between the load and the transport vehicle, seen along the axis of displacement of the transport vehicle. To this end, the first portion of the coupling element can in particular cooperate with a zone of the load side wall which extends at an angle from a bottom zone of the load turned towards the train of rollers. The side wall area can also include a lower edge area of the load (for example in the form of a transition area between the side wall and the bottom). The first portion of the coupling element can be made in the form of a plate-shaped element in order to provide a sufficiently large contact surface for the loads. The first portion may extend, in the second operating position, essentially perpendicular to a plane of movement of the transport vehicle and / or to a surface of the transport vehicle facing the load. The coupling element of the transport vehicle has a second portion which is arranged at an angle, preferably essentially perpendicular to the first portion. This allows to have, in the second operating position of the coupling element, the first and the second portion so that they engage around a lower edge area of the load.
As the load can be supported on the roller train, the transport vehicle need not be designed to fully support the weight of the load. Therefore, the transport vehicle can be configured lighter and more economically. The coupling element can for example be made in the form of a platform or a pressing plate which is intended to press preferably against a surface of the bottom of the load in its second operating position in order to generate friction forces. and thereby transmit a displacement force from the transport vehicle to the load. This is advantageous in the sense that the transport vehicle can cooperate effortlessly with several different loads without having to take specific preliminary measures applied to the load and / or the transport vehicle, for example without requiring standardized connection zones. The transport vehicle can be made at least to temporarily lift the load above the train of rollers in order to move the load at least over a limited distance along the floor of the hold without additional structural fixing. The transport vehicle can generally comprise a plurality of coupling elements which are arranged and distributed over the transport vehicle so as to be able to cooperate with predefined areas of a load to be received.
The transport vehicle further comprises a drive mechanism for moving the transport vehicle along the guideway. The transport vehicle is preferably moved in two directions along an axis of movement which essentially follows the path of the guide track. In other words, the drive mechanism can allow autonomous or automatic movement of the transport vehicle without manual assistance, for example without advancing it manually. Having the drive mechanism directly on the transport vehicle makes it possible to reduce and possibly even to do without the adaptations possibly necessary in the hold and in particular of the guide track, to move the transport vehicle. Therefore, the cost of the catch-up installation in the case of subsequent equipment of a hold can be reduced by the system according to the invention.
The transport vehicle may include an electric motor which generally allows a reliable and predefined movement of the transport vehicle in a precise manner, while reducing the size and the weight. For this, the electric motor can be supplied with current from an accumulator suitable for the storage of electric energy, for example a battery, which is preferably also placed in the transport vehicle and which is moved ( e) jointly with it. As a variant or in addition, provision may be made for the electric motor to be supplied with energy by means of a contactless energy transfer system which can at least partly be arranged in the guide track.
The drive unit may further comprise at least one driven roller, a driven wheel, a driven ball, a drive chain or a drive belt which is applied on an adjacent portion of the track. guide, for example a side wall portion or a bottom zone. The term roller, within the meaning of the invention, can generally be understood to mean wheels or spherical balls, disc-shaped, with thin walls. The drive unit may further include a drive gear, a pinion or the like. The guide track may have a portion with a corresponding profile such as a rack fixed to the ground zone and opposite the transport vehicle. For guiding the transport vehicle along the guide track, a rail can be provided which extends along the guide track preferably parallel to the at least one train of rollers. The transport vehicle may also have a receiving portion, for example in the form of a recess, an opening or the like, in order to receive the rail there. The receiving portion can also be made in the form of a tunnel in order to allow the transport vehicle to move along the rail. The drive unit of the transport vehicle may also have driven elements (such as rollers, wheels, balls, chains or straps) which are in direct contact with the rail and / or which are apply against the rail. These driven elements can be prestressed against the rail, for example by spring elements. In this way, a displacement force can be generated which presses the transport vehicle against the rail and therefore against the guide track.
The transport vehicle may also have at least one transport unit at a surface opposite the load which is arranged at the level of the at least one train of rollers. The transport unit may have one or more units of untrained balls or rollers, which comprise a so-called omnidirectional roller. The transport unit may allow movement of the load along the transport vehicle (for example movement along and / or transverse to the transport vehicle). This applies in particular in the case where the coupling arrangement is not actuated and is not engaged with the load. The roller or ball units can also be actively driven, for example by means of electric drive units. A corresponding drive unit can in this case be useful when the transport vehicle is placed near a cargo door and the load must first be moved transversely to the at least one train of rollers up to to the guideway or even transverse to the transport vehicle.
The system further has at least one locking device. The locking device can be selectively engaged with the load (directly or indirectly) to lock the load in its position relative to the train of rollers. The locking device is designed so as to block, in its locking position, relative movements of a load with respect to the at least one train of rollers in a direction parallel to the plane of movement and in a direction perpendicular to the plane displacement and allow, in its release position, relative movements of the load. The at least one locking device is also designed so that it can be actuated by a transport vehicle in the guide track in order to - move the locking device from the release position to the locking position, or [0029] - to bring the locking device from the locking position into the release position.
The locking device is designed so that it can lock a load in two directions in its predetermined position. The locking device locks the load in a direction perpendicular to the plane of movement of the load and in a direction parallel to the plane of movement. Thus, a load such as a ULD can be retained in two directions in its predetermined position with a single locking device. The direction parallel to the plane of displacement of the loads can correspond to the direction of the longitudinal axis of the floor of the hold or of the hold.
The transport vehicle can move the load and lock / release the load automatically so that efficient loading and unloading of the hold are possible using the transport vehicle. To this end, the transport vehicle can receive, in advance or in real time, by means of a command, corresponding indications concerning the necessary load movements and the actuation of the locking device. The control can be integrated into the transport vehicle. In addition, the transport vehicle can, alternatively or in addition, communicate with an external control.
Advantageously, the at least one locking device can have at least one actuation device. The at least one actuating device can be arranged at least partially inside the guide track.
The at least one actuating device can be actuated inside the guide track by the at least one transport vehicle in order to move the locking device from the release position to the locking position and again in the release position. The transport vehicle can move the load to its predetermined position in the hold along the at least one train of rollers and actuate the actuating device of the locking device in order to lock the load in its predetermined position. The actuation operation for actuating the actuation device by the transport vehicle can be carried out entirely inside the guide track. In other words, the actuation is carried out by the transport vehicle both for locking (movement in the locking position) and for release (movement again in the release position) inside the guideway . For example, it is not necessary to provide means on the transport vehicle which protrude from the guide track and / or which can engage from above with a train of rollers in order to actuate the locking device. A guide track can for example be defined by opposite side walls of two trains of rollers.
The actuation of the locking device inside the guideway has the advantage that the actuating device cannot be blocked by loads or other elements in the hold. The actuator inside the guideway can still be reached by the transport vehicle and can therefore be actuated by the transport device. It is therefore possible to ensure efficient loading and unloading of the hold due to the actuating device disposed inside the guide track.
Preferably, the actuation device can be arranged below a plane of contact of the loads between the rollers of the at least one train of rollers and a load on the at least one train of rollers.
The contact plane between the rollers and the load can be defined essentially by the outer surfaces of the rollers which are in contact with the load.
More specifically, the actuating device can be made so that the actuating device performs a predetermined type of movement for actuating the locking device.
The predetermined type of movement is used for actuation for the movement of the locking device in the locking position and for actuation for the movement of the locking device in the release position. The predetermined type of movement can for example be a rotational movement. A rotational movement can be performed in two opposite directions. A rotational movement in one direction can be associated with the movement of the locking device in the locking position. A rotational movement in the opposite direction can be associated with the movement of the locking device to return it to the release position. For example, a clockwise rotation movement may be associated with moving the locking device in the locked position while a counterclockwise rotation movement may be associated displacement to return it to the release position.
Additionally, the actuation device may have at least one actuation portion. The actuating portion can be arranged in the guide track. The actuation portion can be produced with an outline or a profile for actuation by at least one transport vehicle.
For example, the actuating portion can be produced in the form of a screw head (such as, for example, a cruciform, slotted or hexagonal screw head) or in such a way that it has a recess such that a socket wrench (such as an internal socket wrench (an Allen key), a torque wrench). The transport vehicle can be brought into engagement with the actuating portion and actuate the locking device through the actuating device. As soon as the transport vehicle and the actuating portion of the actuating device have been brought into engagement with one another, the transport vehicle can for example perform a rotational movement by which the locking device can be moved to the locked position or can be returned to the release position. It is thus possible to produce, by means of the actuation device, a purely mechanical interface between the transport vehicle and the locking device, which allows reliable actuation of the locking device.
Advantageously, the locking device can have at least one locking claw which can be able to pivot around at least one pivot axis from the release position to the locking position and vice versa. The at least one locking claw can be arranged inside a train of rollers. The at least one locking claw can thus be provided between adjacent rollers of the roller train.
If the actuating device of the locking device is actuated, the locking claw is pivoted either in the locking position or again in the release position. In the release position, the locking claw can be fully received in the roller train. The locking claw is in the release position below the contact plane between the rollers and the load, so as not to hinder the movement of the load. The locking claw can be made in such a way that it locks the load in two directions in its predetermined position. The locking claw can lock the load both in the longitudinal direction of the hold (direction of the plane's X axis) as well as in the vertical direction, i.e. in a direction perpendicular to the plane displacement (direction of the plane's Z axis).
Preferably, the pivot axis of the at least one locking claw can extend parallel to the axes of rotation of the rollers of the train of rollers.
The pivot axis of the at least one locking claw can thus extend perpendicular to the longitudinal axis of the hold and also to the direction of movement of the transport vehicle in the guideway.
Advantageously, the actuating device can have a connection portion. Through the connection portion, the actuating device can be connected to the at least one locking claw.
The connection portion can extend at least partially along the pivot axis of the at least one locking claw. The connection portion can be made in the form of a shaft, a cylinder or a column. The connection portion can be made in such a way that a rotation movement of the actuating element causes a pivoting movement of the locking claw. The connection portion can be partly received in an opening of the locking claw. The connection portion can be connected to the locking claw by means of a connection means, for example in the form of a screw or a bolt.
Additionally, the connection portion may extend through an opening in the side wall of a train of rollers. The actuating portion can be arranged at one side of the side wall of the roller train and the connection portion can be connected on the opposite side of the side wall to the at least one locking claw.
In other words, the connection portion can be guided through the opening in the side wall of the train of rollers and be connected to the locking claw disposed in the train of rollers.
Preferably, the locking device can be a purely mechanical device.
The locking device can be actuated mechanically by means of the actuating device. In addition, the locking device can be retained purely mechanically in its locking position or in its release position. Since the locking device does not have electrical or electronic components, the locking device cannot be affected by power outages or other electrical failures. For example, it is not possible for the locking device to accidentally release the load during transport or flight, due to an electrical failure. The locking device therefore has great reliability for simple construction.
The locking device can constitute a unit. This unit can be inserted between individual modules of a roller train. The locking device can also be arranged in a train of rollers. In this case, the locking device can be fixed at at least one side wall of the roller train.
Additionally, the at least one transport vehicle may have an actuator which mechanically actuates the actuating device of the locking device.
The actuator can be produced so as to mechanically actuate the actuation device inside the guide track. The actuator can be brought into engagement with the actuating device of the locking device inside the guideway. For example, the actuator can be brought into engagement with the actuating device by movement of the transport vehicle along the guideway. The transport vehicle and / or the actuator therefore does not need to make additional movements to bring the actuator into engagement with the actuating device. As soon as the actuator is engaged with the actuating device, the actuating device and therefore the locking device can be actuated mechanically by the actuator.
Advantageously, the actuator of the transport vehicle can have at least one actuating element. The actuating element can be produced in a manner complementary to the profile or the contour of the actuating portion of the actuating device.
The actuating portion can be brought into engagement with the actuating element of the actuator in order to actuate the locking device. The actuating portion can be brought into engagement with the actuator of the transport vehicle by movement of the transport vehicle along the guideway. The actuator of the transport vehicle can drive the actuating element to actuate the actuating portion. For example, the actuating device can transmit a rotational movement, transmitted by the actuator to the actuating portion via the actuating element, to the at least one locking claw which is moved in the position corresponding to the direction of actuation.
Preferably, the transport vehicle can have a control unit. Thanks to the control unit, the state of the locking device can be checked.
For example, it is possible to check, using the control unit, whether the locking position or the release position has actually been reached or adopted by the locking device. In addition, the functionality of the locking device can be checked with the control unit. The control unit may have a force sensor and / or a rotation angle sensor in order to control the state of the locking device. With these sensors, the control unit can acquire feedback indicating whether the locking device is functional, that is to say if there is no damage and / or no need for maintenance. In particular, it is possible to determine with a rotation angle sensor whether the locking device has effectively adopted the release position or the locking position because the locking claws adopt predetermined angular positions in their respective position. The control unit can, in this context, cooperate with the actuator on the transport vehicle.
Advantageously, the locking device can have at least two locking claws. The at least two locking claws can be connected to each other by means of at least one spring element.
Projections can be made on the locking claws, the at least one spring being fixed on these projections. Thanks to the at least one spring, when one of the locking claws is actuated, the other of the locking claws can follow the movement of the actuated locking claw. The locking claw which follows the movement of the actuated locking grid can be engaged with the transport vehicle so that the pivoting movement of this locking claw can be controlled. Thanks to the spring, the two locking claws can be pivoted about their pivot axis, for example anticlockwise in the released position and clockwise in the locked position . The at least one spring element can for example be a tension spring.
In addition, according to a second embodiment, the present invention relates to a transport vehicle for a system of the type described above.
According to a third embodiment, the present invention also relates to a locking device for a system of the type described above.
The locking device and / or the transport vehicle are made for use with the system described above.
The invention further relates to a method of operating a system for moving loads according to one of the aspects described above.
Preferred embodiments of the invention are explained in more detail below with the aid of the appended drawings in which:
[Fig.l] Figure 1 illustrates a top view of the hold of an aircraft which comprises a system according to the invention for moving loads;
[Fig.2] Figure 2 illustrates a front view of a transport vehicle arranged in a guide track of the system according to Figure 1;
[Fig.3] Figure 3 illustrates a perspective view of a locking device in the state mounted on a train of rollers;
[Fig.4] Figure 4 illustrates a side view of the locking device in the locking position in the state mounted on the roller train;
[Fig.5] Figure 5 illustrates a view of the locking claws of the locking device in the locking position; and [fig.6] Figure 6 illustrates a view of the locking claws in the release position. A system according to an embodiment of the present invention is described below with reference to Figures 1 to 6.
Figure 1 illustrates a hold 10 of an aircraft which has a system 12 for moving loads according to an embodiment of the present invention. The system 12 comprises a hold floor 14 which has a longitudinal axis L. The longitudinal axis L of the hold floor essentially corresponds to the longitudinal axis of the hold 10. The longitudinal axis L essentially corresponds to an axis X d '' an airplane according to a standardized coordinate system of the airplane. This standardized coordinate system of the aircraft is illustrated in FIG. L The system also has two sets of rollers 16 which are arranged parallel to one another and which extend along the axis longitudinal L. Each of the roller trains 16 has a plurality of cylindrical rollers 18 which are not illustrated in FIG. 1 (see FIG. 2). Each of the rollers 18 rotates about its own axis of rotation which extends essentially perpendicular to the longitudinal axis L and parallel to a surface of the floor of the hold 14.
The outer peripheral surfaces of the rollers 18 define a virtual plane P, which extends parallel to the floor of the hold 14. The plane P corresponds to a contact plane of the rollers 18 and of a load which is on the roller trains 16. In addition, the plane P corresponds to a plane of displacement of the load with respect to the ground of the hold 14 and along it. The roller trains 16 make it possible to push and / or pull a load such as ULDs along the longitudinal axis L. In their end portions along the longitudinal axis L, the roller trains 16 comprise at each time a stop element 20 which prevents additional movement of the load along the roller trains 16.
The roller trains 16 further have a plurality of locking devices 22 which are arranged at predetermined intervals along the longitudinal axis L. The locking devices 22 are arranged between two adjacent rollers 18 of the respective roller train 16. The positions of the locking devices 22 in the two roller trains 16 are adapted to one another. In the direction of the longitudinal axis L, the locking devices 22 are arranged in the two roller trains 16 at the same position. As illustrated in FIG. 1, the locking devices 22 are integrated in the roller trains 16.
The locking devices 22 block a relative movement between the loads and the roller trains 16 in the direction of the longitudinal axis L of the floor of the hold, that is to say in the direction of the axis X of the plane. In addition, the locking devices 22 can also block a relative movement in the direction of the Z axis. In other words, the locking devices 22, in their locking position, block a relative movement of the loads relative to the roller trains 16 in a direction (direction of the plane Z axis) perpendicular to the plane of movement P and in a direction (direction of the plane X axis) parallel to the plane of movement P of the loads. Such locking devices 22 are often also referred to as XZ locks ("XZ-latches") for this reason.
The roller trains 16 constitute a guide track 24 which extends between the two roller trains 16 and along the longitudinal axis L. The guide track 24 defines a free space in or on the ground of the hold 14 in order to removably receive a transport vehicle 26. As indicated by the arrow M, the transport vehicle 26 can move inside the guide track 24 along the longitudinal axis L in order to pushing and / or pulling cargoes such as ULDs along the roller trains 16. The arrow M defines an axis of movement of the transport vehicle 26.
The hold 10 has a hold door area 28 with a door threshold 30. A cargo can be loaded in a substantially known manner in the hold 10 through the hold door area 28. This may include moving the along the Y axis and therefore transverse to the longitudinal axis L. In order to allow such movement, the floor of the hold 14, the roller trains 16 and / or the transport vehicle 26 may have transport units such as omni-directional rollers or ball mats or the like.
2 shows a schematic front view of the transport vehicle 26 along the arrow V in Figure 1. In Figure 2 are further illustrated the roller trains 16 and the guide track 24 enclosed by the roller trains 16. In FIG. 2, the rollers 18 can be seen inside the roller trains 16.
The transport vehicle 26 has a frame 32 of substantially rectangular shape which carries different units and components of the transport vehicle 26. The transport vehicle 26 has driven rollers 34. The driven rollers are part of a unit drive of the transport vehicle 26 which also has an electric motor not shown.
In Figure 2 is illustrated a coupling arrangement 36 which has a plate-shaped coupling element 38. The coupling element 38 is illustrated in FIG. 2 in its active state in which it projects beyond the contact plane P through the outer surfaces of the rollers 18. In this (first) position, the element coupling 38 can come into contact with a load positioned on the roller trains 16 and in this way transmit a displacement of the transport vehicle 26 to the load in order to move the load along the roller trains 16 and parallel to the ground surface in the hold 14.
The coupling element 38 can be brought into an inactive state. In the inactive state, the coupling element 38 adopts a second position below the contact plane P and extends essentially inside the frame 32 of the transport vehicle 26. The displacement from the first position to the second position and vice versa is effected by a pivoting movement along arrow R in FIG. 2 around an axis of rotation 40. In the second position, the transport vehicle 26 can be moved under a load without coming into contact with the load or without striking the load.
The guide track 24 has a bottom zone 42 which extends parallel to the floor of the hold 14 and two portions of side walls 44 which are formed in each case by a portion of the side wall of the trains of rollers 16. The transport vehicle 28 has a plurality of passive guide rollers 46. These passive guide rollers 46 center the transport vehicle 26 when it travels along the guide track 24.
FIG. 3 illustrates a perspective view of a locking device 22 in the state mounted on a train of rollers 16. The locking device illustrated 22 is in its locking position. As can be seen in FIG. 3, the locking device 22 is essentially integrated in the train of rollers 16. The locking device 22 is disposed between two adjacent rollers 18 and is connected to the side walls 44 of the train of rollers 16.
The locking device 22 has two locking claws 48, 50 and two actuating devices 52 and 54. The locking claws 48, 50 are in their locking position in which they can block movements of the load with respect to the roller trains 16 both in the direction of the X axis and in the direction of the Z axis. Each time one of the actuating devices 52 and 54 is associated with a locking claw 48 and 50. The locking claws 48 and 50 are fixed by means of actuating devices 52, 54 of the bearing elements 56 (which can only be seen at the claw 48) to the side walls 44 of the undercarriage. rollers 16. The locking claws 48 and 50 are fixed by means of fixing 58 (which can only be seen at the level of the bearing element 56 on the claw 48) to the actuating devices 52, 54 and bearing elements 56. You can use as a fixing means 58 for example screws or bolts.
The actuating device 52, 54 has an actuating portion 60 and a connection portion 62. The connection portion 62 connects the actuating portion 60 to the respective locking claw 48 or 50. The portion of connection 62 is made in the form of a tree or bar and extends through an opening 64 in the side wall 44 of the roller train 16. Inside the roller train 16, each of the locking claws 48 and 50 is connected to the actuating device 52 and 54 which is associated with it. The actuating devices 52 and 54 can rotate around the axes SA. The axes SA coincide with the pivot axes of the locking claws 48, 50. A rotation movement of the actuating devices 52, 54 around the axes SA thus leads to a pivoting movement of the locking claws 48, 50 around the axes of pivoting SA.
The actuating portion 60 of the actuating devices 52, 54 is disposed in the guide track 24. The guide track 24 is limited by the side wall 44 of the roller train 16. The guide track 24 s 'extends along the side of the side wall 44 opposite the locking claws 48 and 50. In the guide track 24 moves the transport vehicle 26 (see Figures 1 and 2). The actuating portion 60 is therefore accessible in the guide track 24 by the transport vehicle 26. The transport device 26 can actuate the actuating devices 52 and 54 through the actuating portion 60, so to return the locking device 22 both in the locking position and in the release position. The transport vehicle 26 can be brought into engagement with the actuating portion 60 by means of a displacement along the guide track 24, that is to say in the direction of the arrow M in the figure. 1. As soon as the engagement between the transport vehicle 26 and the actuation portion 60 takes place, the transport vehicle 26 can control one or both of the actuation devices 52, 54 in order to actuate the device lock 22.
For actuation by the transport vehicle 26, the actuating portion 60 of the actuating devices 52, 54 is provided with a profile or an outline. The actuating portion 60 of the actuating devices 52, 54 is produced according to FIG. 3 in the form of a hexagon head. The actuating portion 60 can however take any other form whatsoever which is suitable for transferring couples. The locking claws 48, 50 are moved between the locking position and the release position by means of the actuating portion 60 of the actuating devices 52, 54. An actuator is provided on the transport vehicle 26 not shown in FIG. 3 and presents an actuating element complementary to the actuating portion 60. The actuating element of the transport vehicle 26 is brought into engagement with the actuating portion 60. The actuator of the transport vehicle 26 drives the actuating element so that it performs a rotational movement. Thanks to the engagement of the actuation element of the transport vehicle with the actuation portion 60, this rotational movement is transmitted to the actuation device 52, 54. Due to this rotational movement of the actuation 52, 54 around the axis SA, the corresponding locking claw 48, 50 is moved to the locking position or to the release position. If the actuating devices 52, 54 are actuated by the transport vehicle 26, the actuating device 52, 54 performs a rotational movement around the axis SA, which causes a pivoting movement of the respective locking claw 48, 50 around the pivot axis SA. The pivot axis SA of the actuating devices 52, 54 extends parallel to the axes of rotation DA of the rollers 18.
Figure 4 illustrates a schematic side view of the locking device 22 in the state mounted on the roller train 16. In Figure 4, we can schematically see the actuating portions 60 of the actuating devices 52 , 54. The pivoting or rotating axes SA of the actuating devices 52, 54 and the locking claws 48, 50 extend parallel to the axes of rotation DA of the rollers 18.
We can also see in Figure 4 the displacement plane or the contact plane P which is defined by the outer surfaces of the rollers 18. The actuating devices 52, 54 are arranged in the direction Z below the contact plane P. The arrangement of the actuating devices 52, 54 below the contact plane P in the guide track 24 (see FIG. 3) has the advantage that the actuating devices 52, 54 cannot not be blocked by charges such as accidentally moved ULDs. The actuating devices 52, 54 can therefore always be accessible to the transport vehicle 26 in order to be able to actuate the locking devices 22 for locking or releasing.
The locking device 22 is illustrated in Figure 4 in its locked position. In the locking position, the locking claws 48, 50 are located beyond the plane of movement P in the direction of the axis Z, that is to say that the locking claws 48, 50 cross the plane P. In the locking position of the locking device 22, the locking claws 48, 50 can block a relative movement between the load and the train of rollers 16 both in the direction of the X axis and in the direction of the Z axis. In order to prevent relative movement in the Z direction, each of the locking claws 48, 50 has a locking pin 66, 68. The locking pins 66, 68 extend essentially perpendicular to a portion of wall 70, 72 which, in the locking position in the direction of the X axis, serves as a stop for a load. For example, an edge of a ULD between the contact plane P and the locking lug 66, 68 can be applied against the wall portion 70, 72 or be in the immediate vicinity of this wall portion. In this case, a relative movement of the ULD both in the direction of the X axis and in the direction of the Z axis can be blocked by the locking claws 48, 50. Each of the locking claws 48, 50 is associated with a load and can prevent relative movements of this load in the direction of the X axis as well as in the direction of the Z axis. The loads which are retained in their position by the locking claws 48, 50 are arranged one behind the other in the X direction, that is to say in the direction of the longitudinal axis L of the hold (see FIG. 1).
As already mentioned, the locking claws 48, 50 are illustrated in Figure 4 in their locked position. In order to transfer the locking claws 48, 50 to the release position, the locking claws 48, 50 are pivoted around the pivot axes SA in the direction of the arrow SP1, as explained below with reference to FIGS. 5 and 6. In the release position, the locking claws 48, 50 extend essentially completely in the roller train 16. In each case, the locking claws 48, 50 extend in the release position below the contact plane P in order to allow movement without obstruction of the loads along the trains of rollers 16.
FIG. 5 illustrates a view of the two locking claws 48, 50 in their locked position. Each of the locking claws 48, 50 is connected to a connection portion 62 of the actuating devices 52 and 54. As already mentioned above, a rotational movement of the actuating devices 52, 54 or of the connection portion 62 illustrated in FIG. 5 around the axis SA leads to a pivoting movement of the locking claws 48 and 50 around the axis SA.
The locking device 22 has a spring 74. The locking claws 48 and 50 are connected to each other by means of the spring 74. On the locking claws 48 and 50 are made projections 76 which the spring 74 is fixed. Thanks to the spring 74, in the case of actuation of one of the locking claws 48 or 50, the other locking claw 48 or 50 can follow the movement of the actuated locking claw 48 or 50.
In order to move the locking claws 48 and 50 in their release position, the actuating portion 60 of the actuating device 54 moves the locking claw 48 anticlockwise in the direction arrow SP2, so that the locking claw 48 is pivoted down around the pivot axis SA in the direction of arrow SP2. Therefore, the pair of claws formed by the locking claws 48 and 50 is unlocked. As the two locking claws 48 and 50 are connected to each other by means of the spring 74, the locking claw 50 follows the movement of the locking claw 48. Due to the spring force of the spring 74 acting between the locking claws 48 and 50, the locking claw 50 is also pivoted downwards in the direction of the arrow SP2 anticlockwise around the pivot axis SA. The pivoting movement, that is to say the lowering of the locking claw 50, can be controlled by the engagement of the transport vehicle 26 at the level of the actuating portion 60 of the actuating device 52 of the locking claw 50.
FIG. 6 illustrates the locking claws 48, 50 in the release position. In the release position, the two locking claws 48 and 50 are located below the contact plane P in order to allow relative movements of a load. In FIG. 6, the spring 74 connecting the locking claws 48 and 50 is only illustrated diagrammatically by a line. The spring 74 is mounted on the projections 76 of the locking claws 48 and 50 in the region of the pivot axis SA. The locking claws 48 and 50 can be retained by means of fixing rings 78 to the connection portion 62 of the actuating devices 52 and 54.
For the movement of the locking claws 48 and 50 in the locking position, the actuating portion 60 of the actuating device 52 of the locking claw 50 can be driven in the direction of the arrow SP3 in the direction clockwise so that the locking claw 50 pivots upwards around the pivot axis SA in the direction of arrow SP3. The locking claw 48, due to the spring 74, follows the movement of the locking claw 50. Due to the spring force of the spring 74 acting between the locking claws 48 and 50, the locking claw 48 is pivoted towards the top around the pivot axis SA clockwise (arrow SP3) together with the locking claw 50. By engagement of the transport vehicle 26 with the actuating portion 60 of the device actuation 54 of the locking claw 48, the straightening of the locking claw 48 can be carried out in a controlled manner.
In the case of an actuation of the locking device 22, the actuating devices 52, 54 perform a rotational movement around the axes SA. In the case of actuation of the actuating devices 52, 54, in view of the direction of rotation for transferring the locking claws 48, 50 in the release position and in the locking position, the following can be seen, with reference to Figures 5 and 6:
- The actuating portion 60 of the actuating device 52 is driven clockwise in order to transfer the locking claw 50 around the pivot axis SA in its locking position.
- the locking claw 48, biased by the spring 74, follows the movement of the locking claw 50 and can be driven in a controlled manner clockwise further by the actuating portion 60 of the actuating device 54 in order to pivot the locking claw 48 about the pivot axis SA in its locked position.
- the actuating portion 60 of the actuating device 54 is driven anti-clockwise in order to transfer the locking claw 48 around the pivot axis SA in its release position.
- the locking claw 50, biased by the spring 74, follows the movement of the claw 48 and can also be driven in a controlled manner by the actuating portion 60 of the actuating device 52 in the opposite direction of clockwise in order to pivot the locking claw 50 about the pivot axis SA in its release position.
The same directions of rotation of the actuating devices 52, 54 result from the fact that the locking claws 48, 50 are arranged one behind the other in the direction of the axis X and can therefore retain in their predefined position loads such as ULDs arranged one behind the other in the direction of the X axis. As can be seen in FIG. 4, the locking claws 48, 50 cross in the locking position, so that their locking pins 66, 68 and the wall portions 70, 72 are oriented in opposite directions.

权利要求:
Claims (1)
[1" id="c-fr-0001]
[Claim 4]
claims
System (10) for moving loads in an aircraft, comprising:
- a hold floor (14),
- at least one train of rollers (16) which comprises a plurality of rollers (18) which are arranged one behind the other in the ground of the hold (14), the rollers (18) defining a movement plane (P) for the load,
- at least one guide track (24) which is provided in the floor of the hold (14) and which extends substantially parallel to the at least one train of rollers (16), and
- at least one transport vehicle (26) which is removably received in the guideway (24) and which can be moved along the guideway (24), said system being characterized in that it comprises in addition
- at least one locking device (22) which is made so as to block, in its locking position, relative movements of a load relative to the at least one train of rollers (16) in a direction (X ) parallel to the displacement plane (P) and in a direction (Z) perpendicular to the displacement plane (P) and to allow, in its release position, relative movements,
- the at least one locking device (22) being produced so that it can be actuated by a transport vehicle (26) in the guide track (24) so
- moving the at least one locking device (22) from the release position to the locking position, or
- Returning the at least one locking device (22) from the locking position to the release position.
System (10) according to claim 1, in which the at least one locking device (22) has at least one actuating device (52, 54) which is arranged at least partially inside the track. guide (24).
System (10) according to claim 1 or 2, in which the at least one actuating device (52, 54) is arranged below a contact plane (P) of the loads between the rollers (18) and a charge.
System (10) according to any one of claims 1 to 3, in which the at least one actuating device (52, 54) is designed such that the at least one actuating device (52, 54 ) performs [Claim 5] [Claim 6] [Claim 7] [Claim 8] [Claim 9] [Claim 10] [Claim 11] [Claim 12] a predetermined movement type for actuation of the locking device (22) .
System according to any one of Claims 1 to 4, in which the at least one actuating device (52, 54) has at least one actuating portion (60) which is arranged in the guide track (24) , the at least one actuation portion (60) being produced with a contour or a profile for actuation by the at least one transport vehicle (26).
System (10) according to any one of Claims 1 to 5, in which the at least one locking device (22) has at least one locking claw (48, 50), the at least one locking claw ( 48, 50) which can be pivoted by the at least one actuating device (52, 54) around at least one pivot axis (SA) from the release position to the locked position and vice versa.
System (10) according to claim 6, in which the pivot axis (SA) of the locking claw (48, 50) extends parallel to the axes of rotation (DA) of the rollers (18) of the roller trains ( 16).
System (10) according to claim 6 or 7, wherein the at least one actuating device (52, 54) has at least one connection portion (62) through which the at least one actuating device actuation (52, 54) is connected to the at least one locking claw (48, 50).
The system (10) of claim 8, wherein the connection portion (62) of the at least one actuator (52, 54) extends through an opening (64) in a side wall (44) of a train of rollers (16), the actuating portion (60) being arranged at one side of the side wall (44) of the train of rollers (16) and the connection portion (62) being connected at the opposite side of the side wall (44) to the at least one locking claw (48, 50). System (10) according to any one of claims 1 to 9, in which the at least one locking device (22) is a purely mechanical device.
System (10) according to any one of Claims 1 to 10, in which the at least one transport vehicle (26) has at least one actuator which mechanically actuates the actuation device (52, 54) of the au at least one locking device (22).
System (10) according to claim 11, in which the at least one actuator of the transport vehicle (26) has an actuation element [Claim 13] [Claim 14] [Claim 15] [Claim 16] [Claim 17] which is produced in a manner complementary to the profile or the contour of the actuating portion (60).
System (10) according to any one of Claims 1 to 12, in which the at least one transport vehicle (26) has at least one control unit with which the state of the locking device (22) can be checked .
System (10) according to any one of claims 1 to 13, in which the locking device has at least two locking claws (48, 50) which are connected to each other by means of at least a spring element (74).
Transport vehicle for a system according to any one of claims 1 to 14.
Locking device for a system according to any one of claims 1 to 14.
Method of operating a system for moving loads in an aircraft, the system comprising:
a bunker floor (14),
- at least one train of rollers (16) which comprises a plurality of rollers (18) which are arranged one behind the other in the ground of the hold (14), the rollers (18) defining a movement plane (P) for the load,
- at least one guide track (24) which is provided in the floor of the hold (14) and which extends substantially parallel to the at least one train of rollers (16),
- at least one transport vehicle (26) which is removably received in the guideway (24) and which can be moved along the guideway (24),
- at least one locking device (22) which blocks, in its locking position, relative movements of a load with respect to the at least one train of rollers (16) in a direction (X) parallel to the plane of displacement (P) and in a direction (Z) perpendicular to the displacement plane (P) and allows, in its released position, relative movements of the load,
- the at least one locking device (22) being actuated by a transport vehicle (26) in the guide track (24) so
- moving the locking device (22) from the release position to the locking position, or
- to bring the locking device (22) from the position of ver25 rusting in the release position.

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同族专利:

公开号 | 公开日

US20190161191A1|2019-05-30|

FR3076812B1|2021-02-19|

US10829215B2|2020-11-10|

DE102017128238B3|2018-11-29|

CN109969377A|2019-07-05|

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CN109941421A|2019-03-20|2019-06-28|庆安集团有限公司|A kind of side rails system applied in aircraft hold|

法律状态:
2019-11-20| PLFP| Fee payment|Year of fee payment: 2 |

2020-06-12| PLSC| Publication of the preliminary search report|Effective date: 20200612 |

2020-11-20| PLFP| Fee payment|Year of fee payment: 3 |

2021-11-22| PLFP| Fee payment|Year of fee payment: 4 |

优先权:

申请号 | 申请日 | 专利标题

DE102017128238.6A|DE102017128238B3|2017-11-29|2017-11-29|System for moving loads in an aircraft|

DE102017128238-6|2017-11-29|

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