Note: Descriptions are shown in the official language in which they were submitted.
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CONVEYOR SYSTEM FOR LOADING AND UNLOADING AIRCRAFT BAGGAGE
FIELD OF THE INVENTION
[001] The instant invention relates generally to airport ground service
systems, and more
particularly to a conveyor system for loading and unloading aircraft baggage.
BACKGROUND
[002] Air travel is a common mode of transportation. One of the major
challenges associated
with air travel relates to managing the large amount of baggage that
accompanies the passengers
aboard an aircraft. Typically, each passenger checks at least one piece of
baggage before
boarding the aircraft. The baggage is tagged and placed on carts that are
wheeled out of the
airport terminal building and up to the waiting aircraft. The baggage is then
loaded into one of
the lower cargo compartments of the aircraft, and travels with the passenger
to their destination.
[003] In the case of larger, wide-body aircraft, typically the cargo
compartments are
sufficiently roomy to accommodate luggage containers, which are packed full of
luggage prior to
being wheeled out of the airport terminal building. The luggage containers are
lifted into the
cargo compartment by mechanical means, and are maneuvered into position along
roller beds
that are permanently mounted inside the aircraft cargo compartment.
Advantageously, the cargo
containers may be packed in advance and lifted into the cargo compartment as
soon as the
baggage from a previous flight is unloaded. Furthermore, the use of mechanical
lifting means
and roller beds reduces the risk of injuries to baggage handlers, since manual
lifting is kept to a
minimum or is eliminated entirely.
[004] However, current market forces have resulted in a shift toward using
smaller, narrow-
body aircraft, especially on domestic routes. Due to the smaller overall
dimensions of the
aircraft, the lower cargo compartments of a narrow-body aircraft tend to be
quite cramped, often
requiring the baggage handler to crawl around the compartment, and to sit or
kneel while
manipulating baggage, etc. For instance, the forward cargo compartment of a
Boeing 757-200 is
only 1.12 meters (44 inches) at its highest point, with a flat-floor surface
of only 1.26 meters
(49.8 inches) across.
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[005] A prior art method for loading and unloading baggage of a narrow-body
aircraft uses a
specialized mobile vehicle, which is known in the industry as a belt loader,
that is equipped with
a conveyor ramp, the inclination of which is adjustable for accommodating
cargo compartment
doorways at different heights above the ground. The belt loader is positioned
such that one end
of the conveyor ramp is adjacent to the cargo compartment doorway. During
unloading, baggage
handlers inside the cargo compartment lift the baggage onto the conveyor belt,
which transports
the baggage to a wheeled cart that is waiting below. To load baggage into the
cargo
compartment, the baggage is moved from a wheeled cart onto the conveyor ramp,
carried up the
ramp to the cargo compartment doorway, lifted off the ramp by a baggage
handler, slid along the
floor of the cargo compartment by one or more additional baggage handlers, and
lifted onto a
pile of baggage near the aft portion of the hold. Unfortunately, multiple
baggage handlers within
the cargo compartment adds to the congestion within the small space, increases
the chances of an
injury occurring, and increases the operating cost of each flight.
Furthermore, turn-around times
of narrow-body aircraft on a busy domestic route can be quite short, such as
for instance 15 to 20
minutes. The need to load and unload baggage quickly, in combination with
cramped working
quarters and awkward lifting positions, creates prime conditions for serious
back injuries to the
baggage handlers.
[006] Telair International provides a baggage handling system for narrow-body
aircraft. The
Sliding Carpet Loading System is a permanently installed system that uses a
poly-coated
Kevlar~ conveyor belt to move baggage within the compartment. A single worker,
stationed at
the cargo compartment door area, loads baggage onto the conveyor and then
activates the
system. The conveyor automatically transports the load into the hold, thereby
creating space for
more baggage near the opening. During unloading, the system advances baggage
towards the
cargo compartment door area where it can easily be accessed. Unfortunately,
the additional
weight of the permanently installed system requires the use of additional fuel
for every flight. In
a market environment that sees airlines adding fuel surcharges to ticket
prices, in order to pass
along to their passengers the increasing cost of jet fuel, it is desirable to
reduce fuel consumption
rather than increase it by adding weight unnecessarily to the aircraft.
[007] Fenner et al. in U.S. Pat. No. 4,780,043 discloses a modular cargo
loading and
unloading system for use with standard size aircraft, such as a Boeing 727 or
757. The system
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includes a doorway transfer unit and a plurality of longitudinal units. Each
longitudinal unit
includes a pair of parallel conveyor belts, and is sized to fit the width of
the cargo compartment.
The modular conveyor units are tied down using a quick-change mechanism that
allows the units
to be quickly installed and removed, so as to allow an aircraft to be readily
converted from one
configuration to another configuration. However, the conveyor system is
designed specifically
for conveying a small number of relatively large cargo containers, which are
pre-loaded with
cargo or baggage items. In particular, the cargo containers are too large to
be "manhandled."
During use, the conveyor system transports the cargo containers into the cargo
compartment, and
the modules are sequentially deenergized as they become filled with cargo. In
other words, the
modules remain in the aircraft cargo compartment after the cargo compartment
is loaded, with
the cargo containers resting on top of the modules. Furthermore, the complex
operation of the
doorway transfer unit, which involves deenergizing a set of lateral conveyor
belts and rollers,
raising a set of longitudinal conveyor belts and rollers, and energizing the
set of longitudinal
conveyor belts and rollers, is not well suited for handling a large number of
closely spaced
baggage items for bulk loading the cargo compartment. Accordingly, the modular
conveyor
system of Fenner et al. is not easily adapted for use with traditional bulk
loading practices that
are normally employed with standard size aircraft, but requires specialized
cargo containers and
belt loaders that are capable of conveying such containers.
[008] Another prior art system, referred to as the RampSnake~, is disclosed in
U.S. Pat. No.
6,893,200. By use of individual powered rollers the RampSnake~ is extended and
retracted at a
90-degree angle inside the aircraft. Baggage, cargo and mail are positively
conveyed, and front
and rear lifters take away the need to lift baggage, cargo and mail.
Advantageously, the
RampSnake~ is completely removed from the cargo compartment after
loading/unloading is
complete, with the individual powered rollers being stored inside a specially
designed vehicle.
Unfortunately, the system is very complicated and existing belt loaders cannot
be retrofitted for
use with the RampSnake~.
[009] It would be advantageous to provide a baggage handling system that
overcomes at least
some of the above-mentioned limitations of the prior art.
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SUMMARY OF EMBODIMENTS OF THE INVENTION
[0010] In accordance with an aspect of the instant invention there is provided
an apparatus for
loading and unloading a cargo compartment of an aircraft, comprising: a
plurality of conveyor
units for being disposed within the cargo compartment of the aircraft, each
conveyor unit having
a first end for receiving cargo and a second end for discharging cargo, the
first end of each
conveyor unit configured for communicating with the second end of an adjacent
conveyor unit so
as to form a conveyor path having a length, wherein the number of conveyor
units of the
plurality of conveyor units is variable during a loading or unloading
operation for controllably
adjusting the length of the conveyor path between a first end and a second end
thereof.
[0011] In accordance with another aspect of the instant invention there is
provided an
apparatus for loading and unloading a cargo compartment of an aircraft,
comprising: a first
conveyor unit for being disposed within the cargo compartment of the aircraft
and having a first
end for receiving cargo and a second end for discharging cargo along a
direction of travel; a
second conveyor unit for being disposed within the cargo compartment of the
aircraft and having
a first end that is detachably connectable to the second end of the first
conveyor unit for
receiving cargo therefrom along the direction of travel; and, a coupling
mechanism having a first
portion mounted to the first conveyor unit and having a second portion mounted
to the second
conveyor unit, the first and second portions of the coupling mechanism for
cooperating to retain
the first conveyor unit and the second conveyor unit in a fixed orientation
one relative to the
other when in a coupled condition so as to define a conveyor path having a
first end and having a
second end opposite the first end.
[0012] According to another aspect of the instant invention there is provided
an apparatus for
loading and unloading a cargo compartment of an aircraft, comprising: an
angled conveyor unit
for being disposed within the cargo compartment of the aircraft and having a
first end for
receiving and discharging cargo along a first direction and having a second
end for receiving and
discharging cargo along a second direction that is approximately normal to the
first direction, the
first end of the first conveyor unit being fixedly oriented relative to the
second end of the first
conveyor unit; and, a plurality of linear conveyor units for being disposed
within the cargo
compartment of the aircraft, each linear conveyor unit having a first end and
a second end that is
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opposite the first end, at least one of the linear conveyor units having a
first end configured for
being detachably connected to the second end of the angled conveyor unit, and
the other linear
conveyor units having a first end configured for being detachably connected to
the second end of
another linear conveyor unit, the plurality of linear conveyor units defining
a conveyor path
when in an assembled condition, the conveyor path having a length extending
along the second
direction, wherein the number of linear conveyor units of the plurality of
linear conveyor units is
variable during a loading or unloading operation for controllably adjusting
the length of the
conveyor path.
[0013] According to another aspect of the instant invention, there is provided
a cargo conveyor
for use in loading and unloading a cargo compartment, comprising: a plurality
of conveyor units
for being disposed within the cargo compartment and for being temporarily
arranged to support a
loading or unloading conveyor path having a length that varies during a same
loading or
unloading operation, the conveyor path for being lengthened during the
unloading operation and
for being shortened during the loading operation, the plurality of conveyor
units for being
coupled with and decoupled from the conveyor path for lengthening the conveyor
path during the
unloading operation and for shortening the conveyor path during the loading
operation,
respectively.
[0014] According to another aspect of the instant invention, there is provided
a method for
loading and unloading a cargo compartment of an aircraft, comprising:
providing a plurality of
conveyor units within a cargo compartment of an aircraft; assembling the
plurality of conveyor
units in an end-to-end fashion so as to define a conveyor path within the
cargo compartment of
the aircraft; conveying baggage items along the conveyor path along at least
one of a loading
direction and an unloading direction; disassembling the plurality of conveyor
units; and,
extracting the plurality of conveyor units in a disassembled condition from
the cargo
compartment of the aircraft.
[0015] According to another aspect of the instant invention, there is provided
a method for
loading and unloading a cargo compartment, comprising: providing a plurality
of conveyor units
to an edge of the cargo compartment; coupling together two conveyor units of
the plurality of
conveyor units in an end-to-end fashion so as to form a conveyor path within
the cargo
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compartment for conveying baggage items; moving at least a baggage item from a
first space
within the cargo compartment to the conveyor path; and, adding a third
conveyor unit to the end
of the conveyor path and within the first space, such that the third conveyor
unit occupies at least
a portion of the first space from which the at least a baggage item was moved.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] Exemplary embodiments of the invention will now be described in
conjunction with the
following drawings, in which similar reference numbers designate similar
items:
[0017] Figure 1 is a diagrammatic top view of a conveyor system according to
an embodiment
of the instant invention, shown in an assembled condition within a cargo
compartment of an
aircraft;
(0018] Figure 2a is a diagrammatic top view showing one step of a method for
handling
baggage using the conveyor system of Figure 1;
[0019] Figure 2b is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 1;
[0020] Figure 2c is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 1;
[0021] Figure 2d is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 1;
[0022] Figure 2e is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 1;
[0023] Figure 2f is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 1;
[0024] Figure 3a is a diagrammatic view showing baggage being unloaded using a
conveyor
system according to an embodiment of the instant invention;
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[0025] Figure 3b is a diagrammatic view showing baggage being loaded using a
conveyor
system according to an embodiment of the instant invention;
[0026] Figure 4a is a diagrammatic view showing baggage being unloaded using a
conveyor
system and ramp unit according to an embodiment of the instant invention;
[0027] Figure 4b is a diagrammatic view showing baggage being loaded using a
conveyor
system and ramp unit according to an embodiment of the instant invention;
[0028] Figure Sa is a diagrammatic view showing an early stage of baggage
being loaded using
a conveyor system according to an embodiment of the instant invention;
(0029] Figure Sb is a diagrammatic view showing an intermediate stage of
baggage being
loaded using a conveyor system according to an embodiment of the instant
invention;
[0030] Figure Sc is a diagrammatic view showing a late stage of baggage being
loaded using a
conveyor system according to an embodiment of the instant invention;
[0031] Figure 6a is a diagrammatic view showing a conveyor unit advancing
beneath a
conveyor system according to an embodiment of the instant invention;
[0032] Figure 6b is a diagrammatic view showing a conveyor unit emerging from
beneath a
conveyor system according to an embodiment of the instant invention;
[0033] Figure 6c is a diagrammatic view showing a conveyor unit in place,
after being
extracted from beneath a conveyor system according to an embodiment of the
instant invention;
[0034] Figure 7a is a diagrammatic view showing two conveyor units adjacent an
angled
conveyor unit of a conveyor system according to an embodiment of the instant
invention;
[0035] Figure 7b is a diagrammatic view showing a space opened up between the
two
conveyor units and the angled conveyor unit of a conveyor system according to
an embodiment
of the instant invention;
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[0036] Figure 7c is a diagrammatic view showing a third conveyor unit within
the space
opened up between the two conveyor units and the angled conveyor unit of a
conveyor system
according to an embodiment of the instant invention;
[0037] Figure 7d is a diagrammatic view showing three conveyor units adjacent
an angled
conveyor unit of a conveyor system according to an embodiment of the instant
invention;
[0038] Figure 8a is a diagrammatic top view of another conveyor system
according to an
embodiment of the instant invention, shown in an assembled condition within a
cargo
compartment of an aircraft;
[0039] Figure 8b is a diagrammatic top view showing one step of a method for
handling
baggage using the conveyor system of Figure 8a;
[0040] Figure 8c is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 8a;
[0041] Figure 8d is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 8a;
[0042] Figure 8e is a diagrammatic top view showing another step of a method
for handling
baggage using the conveyor system of Figure 8a;
[0043] Figure 9 is a diagrammatic perspective view of a conveyor unit
according to an
embodiment of the instant invention;
[0044] Figure 10 is a diagrammatic perspective view of a conveyor unit
according to an
embodiment of the instant invention;
[0045] Figure 11 is a simplified flow diagram of a method of unloading a cargo
compartment
of an aircraft according to an embodiment of the instant invention;
[0046] Figure 12 is a simplified flow diagram of another method of unloading a
cargo
compartment of an aircraft according to an embodiment of the instant
invention; and,
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[0047] Figure 13 is a diagrammatic top view of a conveyor system according to
an
embodiment of the instant invention, shown with a conveyor unit advancer
separate from the
baggage conveyor ramp.
DESCRIPTION OF EMBODIMENTS OF THE INVENTION
[0048] The following description is presented to enable a person skilled in
the art to make and
use the invention, and is provided in the context of a particular application
and its requirements.
Various modifications to the disclosed embodiments will be apparent to those
skilled in the art,
and the general principles defined herein may be applied to other embodiments
and applications
without departing from the spirit and the scope of the invention. Thus, the
present invention is
not intended to be limited to the embodiments disclosed, but is to be accorded
the widest scope
consistent with the principles and features disclosed herein.
[0049] Referring to Figure 1, a conveyor system according to an embodiment of
the instant
invention is shown in diagrammatic top view in an assembled condition within a
cargo
compartment of an aircraft. The conveyor system includes a plurality of
conveyor units 100,
102, 104 and 106 disposed in an end-to-end arrangement so as to define a
conveyor path along a
floor surface 108 of an aircraft lower cargo compartment 110. Also shown in
Figure 1 is a
standard belt loader 112 having a conveyor ramp 114, the inclination of which
is adjustable for
being aligned with opening 116 of the cargo compartment 110. According to the
instant
embodiment, the conveyor unit 100 is provided in the form of an angled
conveyor unit for
directing baggage through a fixed angle about a point along the conveyor path.
By way of non-
limiting example, the conveyor unit 100 directs baggage through an
approximately 90° turn
between the opening 116 and the remaining conveyor units 102, 104 and 106. By
way of non-
limiting example, the conveyor system is shown throughout the figures in an
arrangement that is
suitable for loading and unloading a portion of a forward cargo compartment
that is aft of the
doorway opening. However, the conveyor unit 100 that is shown in Figure 1 is
alternatively
rotated by 90° so as to be oriented toward a portion of either a
forward or an aft cargo
compartment that is forward of the doorway opening. In this case the same
upper surface of the
conveyor unit 100 is used to convey the baggage items. Alternatively, the
conveyor unit 100 that
is shown in Figure 1 is "flipped-over" so as to be oriented toward a portion
of either a forward or
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an aft cargo compartment that is forward of the doorway opening. In this case
a lower surface of
the conveyor unit 100 is used to convey the baggage items.
[0050] Referring still to Figure 1, conveyor unit 100 includes a plurality of
rollers 120 for
engaging a lower surface of not illustrated baggage items passing there above.
The rollers 120 of
conveyor unit 100 are spaced further apart at one end compared to the other
end, so as to define a
curved path for advancing baggage items over the rollers. Optionally, the
conveyor unit 100
includes a number of rollers that is greater than or less than four.
Preferably, at least some of the
rollers 120 of conveyor unit 100 are powered, but optionally the conveyor unit
100 does not
include a powered roller and items a pushed manually over the conveyor unit
100. Further
optionally, conveyor unit 100 is provided with another known roller
arrangement for providing a
curved conveyor path.
[0051] Similarly, each conveyor unit 102, 104 and 106 includes a plurality of
rollers 122 for
engaging a lower surface of not illustrated baggage items passing there above.
By way of non-
limiting example, each conveyor unit 102, 104 and 106 is shown with two
rollers 122.
Preferably, at least one roller of each conveyor unit 102, 104 and 106 is
powered, but optionally
at least some of the conveyor units 102, 104 and 106 do not include a powered
roller.
Optionally, at least some of the conveyor units 102, 104 and 106 include a
number of rollers that
is greater than two. Further optionally, the conveyor units 102, 104 and 106
are provided in the
form of a not illustrated continuous belt conveyor, or in another known form
that is suitable for
conveying baggage items, such as for example a slider belt conveyor, a gravity
conveyor, a
skatewheel conveyor or a ball transfer table. For instance, a slider belt
conveyor includes a
plurality of parallel belts arranged one beside another between two rollers.
Advantageously, a
slider belt conveyor, including a plurality of parallel belts each having a
length that is at least one
and a half times their width, facilitates tracking over the relatively short
conveying distance that
is envisaged for each conveyor unit. Optionally, the slider bed over which the
plurality of
parallel belts slide is fabricated using ultra-high molecular weight plastic.
Further optionally, the
belts of the plurality of belts are circular in cross-section.
(0052] As shown in Figure 1, the angled conveyor unit 100 is positioned
adjacent the opening
1 I6 of cargo compartment I 10, proximate the end of conveyor ramp 114 that is
closest the
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opening 116. Accordingly, the angled conveyor unit 116 forms an approximately
continuous
conveyor path with the conveyor ramp 114 and with the adjacent conveyor unit
102. During use,
the conveying speed and direction of the conveyor units 100, 102 etc. are
synchronized one-to-
the-other, and are synchronized to the conveying speed and direction of
conveyor ramp 114. In
particular, the conveying speed of the conveyor units 100, 102 etc. is equal
to or greater than the
speed of the conveyor ramp 114. Optionally, the conveyor unit 100 is either
secured to the floor
using at least one of a not illustrated suction-cup, clamp, hook or other
securing device disposed
along a lower surface thereof, or is detachably coupled to the end of the
conveyor ramp 114
nearest the opening 116. Preferably, each conveyor unit 100, 102, 104 and 106
is detachably
connected to an adjacent conveyor unit. Optionally, the conveyor units 100,
102, 104 and 106
are placed in an end-to-end arrangement without being coupled together or
otherwise secured in
place.
[0053] As discussed above, it is preferable that each of the conveyor unit
100, 102, 104 and
106 include at least one roller that is powered. Optionally, each conveyor
unit that includes a
powered roller also includes an autonomous power source, such as for instance
a rechargeable
battery, for powering the powered roller. Further optionally, when the
conveyor units 100, 102,
104 and 106 are detachably coupled one to another, an electrical connection is
established that
provides power to the coupled conveyor units from a centralized power source,
such as for
instance a rechargeable battery of the angled conveyor unit 100 or another
power source located
outside the cargo compartment 110.
[0054] Preferably, not illustrated controls are provided for allowing a user,
such as for instance
a baggage handler, to control and vary the conveying direction, conveying
speed, and to switch
the conveyor system on and off. By way of a non-limiting example, at least one
of the conveyor
units 100, 102, 104 and 106 includes a control panel that is accessible by the
baggage handler.
Alternatively, the baggage handler carries a remote control device through the
cargo
compartment 110. Optionally, the remote control device is wireless.
[0055] Referring now to Figures 2a through 2f, shown are diagrammatic top
views of steps of
a method for handling baggage using the conveyor system of Figure 1. In Figure
2a, a baggage
handler 200 is shown inside the lower cargo compartment 110. The conveyor ramp
114 is
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shown conveying items, specifically the conveyor units 102 and 104, into the
cargo compartment
110 via the opening 116. As such, the conveyor ramp 114 is operating initially
in a direction
opposite the direction that is required for unloading baggage from the cargo
compartment 110, as
is indicated in the figure using a block arrow. For most efficient operation,
all conveyor units
that are required for handling the baggage are conveyed into the cargo
compartment 110 prior to
any of the baggage being unloaded from the cargo compartment 110. Of course,
in instances
where there is insufficient room within the cargo compartment 110 to
accommodate both the
baggage handler 200 and the conveyor units 100, 102, 104 and 106, less
efficient operation is
still achieved by unloading some of the baggage near the opening 116 and then
reversing the
direction of conveyor ramp 114 to convey the conveyor units into the cargo
compartment via the
opening 116.
[0056] Preferably the angled conveyor unit 100 is the first conveyor unit to
pass into the cargo
compartment 110, and it is shown in Figure 2a already in place adjacent the
opening 116. In
addition, the conveyor unit 106 is shown in a stowed position within the cargo
compartment 110,
close to the opening 116. The conveyor unit 106 forms the terminal portion of
the conveyor path
once the conveyor units 100, 102, 104 and 106 are fully assembled. Preferably,
the conveyor
unit 106 includes a plurality of wheels disposed along the lower surface
thereof and preferably
the upper surface is adapted for receiving the lower surface of another
conveyor unit 102 or 104,
so as to support stacking of a plurality of conveyor units on the conveyor
unit 106. In this way,
the conveyor unit 106 serves as a mobile base for supporting the other
conveyor units when they
are not in use, and in a manner that occupies the least amount of room within
the cargo
compartment 110.
[0057] Referring now to Figure 2b, the conveyor units 102, 104 and 106 are
shown in a
stacked arrangement close to the opening 116, and out of the way of the
baggage handler 200.
Items of baggage are being conveyed down the conveyor ramp 114, as indicated
in the figure by
the block arrow. As the baggage handler 200 continues to transfer baggage onto
the conveyor
unit 100 and subsequently down the conveyor ramp 114, a portion of the floor
108 adjacent the
conveyor unit 100 is exposed.
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[0058] Referring now to Figure 2c, the baggage handler 200 is shown assembling
the conveyor
unit 102 into the exposed portion of the floor 108 adjacent the conveyor unit
100. The baggage
handler 200 has removed the conveyor unit 102 from the top of the stack of
stowed conveyor
units, and either placed the conveyor unit 102 adjacent the conveyor unit 100,
or coupled the
conveyor unit 102 to the conveyor unit 100. Advantageously, the conveyor path
within the
lower cargo compartment is extended in a direction toward the remaining
baggage items to be
unloaded, thereby requiring the baggage handler to perform less lifting,
twisting and other
manual baggage handling steps that may result in injury. Further
advantageously, the same
baggage handler that is unloading the cargo compartment 110 also couples the
conveyor unit 102
to the conveyor unit 100, such that no additional baggage items are loaded
onto the conveyor
path while the conveyor units are being coupled together.
[0059] Referring now to Figure 2d, the baggage handler 200 is shown placing
additional
baggage items onto the conveyor path, which extends from conveyor unit 102
toward the
opening 116. The baggage handler 200 has pulled along the stack of remaining
conveyor units
104, 106 to a convenient location near the terminal end of the conveyor path.
In this way, the
next conveyor unit is always readily accessible to the baggage handler 200.
[0060] Referring now to Figure 2e, the cargo compartment 110 is nearly
unloaded and the
remaining conveyor units 104, 106 are shown in place, adjacent the conveyor
unit 102. Baggage
items continue to be placed onto and directed along the conveyor path toward
the opening 116.
[0061] Referring now to Figure 2f, shown is the baggage handler passing the
conveyor units
102, 104 down the conveyor ramp 114 subsequent to the cargo compartment being
loaded with
baggage items. For instance, Figure 2f illustrates the last steps of baggage
handling for a "turn-
around" flight in which several intermediate steps between Figure 2e and
Figure 2f have been
omitted in the interest of brevity. For completeness, some of the omitted
steps include the
baggage handler 200 receiving baggage that has passed up the conveyor ramp 114
and along the
conveyor path defined by conveyor units 100, 102, 104 and 106. As the baggage
was stacked at
the back of the cargo compartment 110, the baggage handler 200 removed
successive conveyor
units 106, 104 and 102. The conveyor units 104 and 102 were stacked on top of
the conveyor
unit 106, and the entire stack was pushed back toward the opening 116 as the
cargo compartment
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filled up with baggage. The baggage handler 200 has removed conveyor units 102
and 104 from
the top of the stack, and is passing these units down the conveyor ramp 114 as
shown in Figure
2f. Next, the baggage handler 200 will pass down the conveyor units 106 and
100, then will exit
and secure the cargo compartment 110. Optionally, additional baggage items
will be loaded into
the cargo compartment 110 using only the conveyor ramp 114, subsequent to all
of the conveyor
units being removed.
[0062] Optionally, a closed circuit TV system is provided for displaying an
image of the inside
of the cargo compartment 110 to a not illustrated baggage handler proximate
the bottom of the
conveyor ramp 114. In this way, the not illustrated baggage handler may view
the inside of the
cargo compartment 110 and judge the rate at which additional baggage items
should be sent up
the conveyor ramp 114. Accordingly, if it appears that the baggage handler 200
is about to
decouple one of the conveyor units from the conveyor path, then the not
illustrated baggage
handler may interrupt or reduce the flow rate of baggage items into the cargo
compartment, so as
to afford the baggage handler sufficient time to complete the decoupling
operation.
[0063] Referring now to Figure 3a, shown is a diagrammatic view of baggage
being unloaded
using a conveyor system according to an embodiment of the instant invention.
The baggage
handler 200, shown in a kneeling position, lifts baggage items off the top of
the stack and places
the baggage items onto a conveyor path, which is only partially shown in
Figure 3a. Baggage
items are conveyed along the conveyor path toward the forward portion of cargo
compartment
110. As is shown in Figure 3a, in one embodiment the conveyor unit 106 is the
terminal unit of
the conveyor path, such that the conveyor path is substantially horizontal
along its entire length.
Also shown in Figure 3a is a plurality of wheels 300 disposed along the lower
surface of
conveyor unit 106. As discussed above, the conveyor unit 106 serves as the
wheeled base of a
stack of conveyor units for supporting easy movement of the conveyor units
within the cargo
compartment 110, when the conveyor units are not in use.
[0064] Referring now to Figure 3b, shown is a diagrammatic view of baggage
being loaded
using a conveyor system according to an embodiment of the instant invention.
As is the case in
Figure 3a, baggage items are conveyed along a substantially horizontal
conveyor path, and some
manual lifting or manipulation of the baggage is required in order to place
the baggage onto a
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stack once the baggage reaches the end of the conveyor path near the aft
portion of cargo
compartment 110. For instance, the baggage handler 200 lifts the baggage while
in a kneeling
position, as is shown in the figure.
[0065] Referring now to Figure 4a, shown is a diagrammatic view of baggage
being unloaded
using a conveyor system including a ramp unit according to an embodiment of
the instant
invention. The baggage handler 200, shown in a kneeling position, lifts
baggage items off the
top of the stack and places the baggage items onto a conveyor path, which is
only partially
shown in Figure 4a. Baggage items are conveyed along the conveyor path toward
the forward
portion of cargo compartment 110. As is shown in Figure 4a, a ramp unit 400 is
the terminal
unit of the conveyor path. The ramp unit 400 comprises a rearwardly journalled
conveyor flap
402, which is adjustable between at least a horizontal position and an
inclined position.
Preferably, the conveyor flap 402 is adjustable between more than two
positions, and more
preferably the conveyor flap 402 is continuously adjustable between the
horizontal position and
the inclined position. The conveyor flap 402 comprises an endless conveyor
belt received, in a
manner not described in greater detail, in a not illustrated frame.
Optionally, the ramp unit 400
includes a terminal platform 404, which remains substantially horizontal
regardless of the
orientation of the conveyor flap 402. During use, conveyor units such as for
instance conveyor
unit 104 are inserted and removed from between the not illustrated angled
conveyor unit 100 and
the ramp unit 400. In this way, the length of the conveyor path is variable
whilst ensuring that
the ramp unit is the terminal element of the conveyor path. Optionally, the
ramp unit 400 is
configured such that either end of the conveyor flap 402 is inclinable.
[0066] Referring now to Figure 4b, shown is a diagrammatic view of baggage
being loaded
using a conveyor system and ramp unit according to an embodiment of the
instant invention. As
is the case in Figure 4a, baggage items are conveyed along a substantially
horizontal conveyor
path, but at the end of the conveyor path the baggage items are directed
upwards along the ramp
unit 400. In this way, at least some of the manual lifting or manipulation of
the baggage is
eliminated. As is shown more clearly in Figure 4b, the conveyor flap 402 is
pivotally journalled
on a support member 406, which preferably is arranged on wheels 400. At least
a jack 408 is
arranged between the conveyor flap 402 and the support member 406, said jack
allowing an
adjustment of the conveyor flap 402 in a position with a desired inclination.
At the front, the
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conveyor flap 402 preferably is provided with a pivotally journalled terminal
platform 404.
Preferably, the terminal platform 404 is associated with a continuous conveyor
belt. Preferably,
the terminal platform 404 can be set with a desired inclination relative to
the conveyor flap 402.
For instance, the terminal platform 404 is advantageously positioned in a
horizontal plane when
the conveyor flap 402 is arranged with a predetermined inclination relative to
the conveying
direction of the remaining conveying units. During use, the baggage handler
200 simply guides
the baggage items off of the terminal platform 404 and onto the top of the
stack of baggage
items.
[0067] Optionally, each one of the conveyor units 102, 104, 106 is replaced
with a ramp unit
400, such that each conveyor unit of the conveyor path in Figures 4a and 4b is
inclinable.
Accordingly, any one of the conveyor units may operate as a terminal unit,
since all conveyor
units are functionally identical. Advantageously, the baggage handler 200 may
add and remove
units from the end of the conveyor path farthest from the opening 116, without
having to shift the
entire conveyor path in one direction or the other. Optionally, the ramp unit
400 is configured
such that either end of the conveyor flap 402 is inclinable.
[0068] Further optionally, the conveyor flap 402 is also pivotable relative to
the support
member 406 about a vertical axis that passes through a point proximate the
rearward edge of the
conveyor flap 402, such that the entire conveyor flap including the optional
terminal platform
404 may be selectively directed to one side of the support member 406, or the
other.
[0069] Referring now to Figures Sa through Sc, shown are diagrammatic views of
early,
intermediate and late stages of baggage being loaded using a conveyor system
according to an
embodiment of the instant invention. The baggage handler has been omitted in
Figures Sa
through Sc for improved clarity. In Figure Sa, the conveyor units 102, 104 and
106 are in an
assembled condition so as to provide a conveyor path between not illustrated
angled conveyor
unit 100 and the aft portion of the cargo compartment 110. During the early
stage of baggage
being loaded, the items of baggage are conveyed into the cargo compartment and
are stacked
near a back wall 500 of the cargo compartment 110. All of the conveyor units
are being used in
Figure Sa, such that the conveyor path reaches substantially to the back wall
500.
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[0070] Figure Sb shows an intermediate stage of baggage being loaded. As the
baggage items
are stacked further from the back wall 500, the terminal conveyor unit 106 is
removed from the
conveyor path and is stowed in a position adjacent the other conveyor units.
[0071] Figure Sc shows a late stage of baggage being loaded. During the late
stage, baggage is
being stacked even further from the back wall 500, and the conveyor unit 104
has been removed
from the conveyor path and stacked on top of the conveyor unit 106, so as to
accommodate
stacking of the baggage. In this way, the baggage handler may work from the
back wall 500
toward the not illustrated opening of the cargo compartment 110, removing
conveyor units so as
to open up space as the baggage items are stacked progressively further from
the back wall 500.
[0072] Referring to Figures 6a through 6c, shown are diagrammatic views of a
conveyor unit
advancing beneath a conveyor system according to an embodiment of the instant
invention.
Advancing the conveyor units in the manner shown in Figures 6a through 6c
allows the conveyor
units to be provided into the cargo compartment 110 when they are needed,
without the need to
store conveyor units within the cramped space of the cargo compartment 110
when not in use.
Advantageously, the lower surface of the conveyor path moves in a direction
opposite the upper
surface, so that the conveyor units may be advanced against the flow of
baggage items. This
eliminates the need to reverse the direction of the conveyor units, and
thereby interrupt the flow
of baggage items, in order to provide additional conveyor units into the cargo
compartment 110
during unloading. Similarly, during baggage loading the modules that are
removed from the
conveyor path may be advanced beneath the conveyor path toward and out of the
not illustrated
opening of the cargo compartment 110. This eliminates the need to reverse the
direction of the
conveyor units, and thereby interrupt the flow of baggage items, in order to
remove excess
conveyor units from the cargo compartment 110 during loading.
[0073] As shown in Figure 6a, a conveyor path including conveyor units 602,
604 and 606 is
assembled within the cargo compartment 110. A conveyor unit 608 is advancing
beneath the
conveyor path, elevating the other conveyor units as it passes therebeneath.
The undersides of
conveyor units 602, 604 and 606 are adapted to engage other conveyor units,
such as for instance
conveyor unit 608, and to advance the other conveyor units along a direction
opposite the flow of
baggage items.
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[0074] As shown in Figure 6b, the conveyor unit 608 advances to the end of the
conveyor path,
and the remaining conveyor units settle back down onto the floor surface of
the conveyor
compartment after the conveyor unit 608 passes by.
[0075] As shown in Figure 6c, the conveyor unit 608 is completely extracted
from beneath the
conveyor path and is assembled into place adjacent the conveyor unit 606.
Optionally, the
conveyor unit 608 is coupled automatically to the conveyor unit 608 or a not
illustrated baggage
handler couples the conveyor unit 608 to the conveyor unit 606 in a manual
fashion, after the
conveyor unit 608 is extracted from beneath the conveyor path.
[0076] Optionally, provided the conveyor units are made thin enough, the
conveyor units are
advanced under other conveyor units without the need to have the other
conveyor units rise up
off the floor surface. For instance, each conveyor unit is supported above the
floor using a
collapsible frame. When extended, the frame supports the conveyor unit above
the floor and
provides sufficient space to allow another conveyor unit to pass there-below.
When the other
conveyor unit is extracted from the end of the conveyor path, its frame is
extended and it is
coupled to the end of the conveyor path in a manner as described above.
[0077] Referring now to Figures 7a through 7d, shown are diagrammatic views of
an alternate
scheme of inserting and removing conveyor units according to an embodiment of
the instant
invention. Unlike the other embodiments described above, Figures 7a through 7d
show a
conveyor unit being inserted between the angled conveyor unit 700 and a
conveyor unit 702.
Accordingly, the terminal conveyor unit 704, which optionally is provided in
the form of a ramp
unit, is always disposed at the end of the conveyor path.
[0078] As shown in Figure 7a, two conveyor units 702 and 704 are assembled
adjacent to the
angled conveyor unit 700. In particular, the conveyor unit 704 is the terminal
conveyor unit and
the conveyor unit 702 is disposed intermediate the conveyor units 700 and 704.
The arrow
indicates direction of travel of the two conveyor units 702 and 704 when a new
conveyor unit is
being inserted. Preferably, the two conveyor units 702 and 704 have wheels
arranged along the
lower surfaces thereof so as to facilitate their movement to open a space
adjacent to the angled
conveyor unit 700.
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(0079] Referring now to Figure 7b, the two conveyor units 702 and 704 have
been moved to
the right in the figure to open up a space adjacent the angled conveyor unit
700. A guide rail 706
associated with angled conveyor unit 700 has also been exposed. The guide
rail, or optionally a
plurality of guide rails, maintains alignment and serves as a guide for
spacing the conveyor unit
702 from the angled conveyor unit 700 when a new conveyor unit is being
inserted.
[0080] Referring now to Figure 7c, a new conveyor unit 708 is inserted
intermediate the angled
conveyor unit 700 and the conveyor unit 702. As shown in the figure, the space
that was opened
up preferably is larger than the minimum amount of space that is required to
accommodate the
new conveyor unit 708. However, the extra space is exaggerated in Figure 7c
for the purpose of
illustrating the operating concepts. Preferably, the new conveyor unit 708 is
detachably coupled
to the angled conveyor unit 700.
(0081] Referring now to Figure 7d, the two conveyor units 702 and 704 have
been moved to
the left in the figure to close the extra space between the new conveyor unit
708 and the
conveyor unit 702.
[0082] Referring now to Figure 8a, a conveyor system according to another
embodiment of the
instant invention is shown in diagrammatic top view in an assembled condition
within a cargo
compartment of an aircraft. The conveyor system includes a plurality of
conveyor units 802,
804, 806 and 808 disposed in an end-to-end arrangement so as to define a
conveyor path along a
floor surface 108 of an aircraft lower cargo compartment 110. Also shown in
Figure 8a is a
standard belt loader 112 having a conveyor ramp 114, the inclination of which
is adjustable for
being aligned with opening 116 of the cargo compartment 110. According to the
instant
embodiment, the conveyor units 802, 804, 806 and 808 are provided in the form
of linear
conveyor units. Preferably, each conveyor unit 802, 804, 806 and 808 includes
a plurality of
rollers 810 for engaging a lower surface of baggage items passing there above.
By way of non-
limiting example, each conveyor unit 802, 804, 806 and 808 is shown with two
rollers 810.
Preferably, at least one roller of each conveyor unit 802, 804, 806 and 808 is
powered, but
optionally at least some of the conveyor units 802, 804, 806 and 808 do not
include a powered
roller. Optionally, at least some of the conveyor units 802, 804, 806 and 808
includes a number
of rollers that is greater than 2. Further optionally, the conveyor units 802,
804, 806 and 808 are
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provided in the form of a not illustrated continuous belt conveyor, or in
another known form that
is suitable for conveying items of baggage such as for example a slider belt
conveyor, a gravity
conveyor, a skatewheel conveyor or a ball transfer table. For instance, a
slider belt conveyor
includes a plurality of parallel belts arranged one beside another between two
rollers. A slider
belt conveyor, including a plurality of parallel belts each having a length
that is at least one and a
half times their width, facilitates tracking over the relatively short
conveying distance that is
envisaged for each conveyor unit. Optionally, the slider bed over which the
plurality of parallel
belts slide is fabricated using ultra-high molecular weight plastic. Further
optionally, the belts of
the plurality of belts are circular in cross-section.
[0083] According to the instant embodiment there is no angled conveyor unit.
Rather, the
conveyor path is made up entirely of linear conveyor units. As shown in Figure
8a, one baggage
handler 812 moves the baggage items onto or off of the conveyor path proximate
the conveyor
unit 808, whist a second baggage handler 814 oversees movement of the baggage
items between
the conveyor unit 802 and the conveyor ramp 114, including negotiating the
90° corner as the
baggage items pass through the opening 116. Optionally, a right-angle transfer
between
conveyor unit 802 and the conveyor ramp 114 is provided such that baggage
items moving along
one of the conveyor unit 802 and the conveyor ramp 114 drop onto the other one
of the conveyor
unit 802 and the conveyor ramp 114 with a concomitant change in conveying
direction. For
instance, during a loading operation the end of the conveyor ramp 114 is
positioned elevationally
above the conveyor unit 802 such that baggage items drop from the conveyor
ramp 114 onto the
conveyor unit 802. During unloading, optionally the conveyor unit 802 is
provided in the form
of a ramp unit having a conveyor flap that is inclinable in either direction,
such that baggage
items moving along the conveyor path are conveyed elevationally upward along
the inclined
conveyor flap and then drop down onto the conveyor ramp 114, which is
optionally extended
into the cargo compartment 110 via the opening 116. Further optionally, an
additional conveyor
unit is provided adjacent the opening 116 for receiving baggage items that
drop off the inclined
conveyor flap. The additional conveyor unit is for conveying the received
baggage items along a
second conveyor path that is transverse to the conveyor path and that is
generally aligned with
the conveyor ramp 114. The use of a right-angle transfer eliminates the need
for the baggage
handler 814 inside the cargo compartment 110.
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[0084] During use, the conveying speed and direction of the conveyor units
100, 102 etc. are
synchronized one-to-the-other, and are synchronized to the conveying speed and
direction of
conveyor ramp 114. Optionally, the conveyor units 802, 804, 806 and 808 are
secured to the
floor using a not illustrated suction-cup or other securing device disposed
along a lower surface
thereof. Preferably, each conveyor unit 802, 804, 806 and 808 is detachably
connected to an
adjacent conveyor unit. Optionally, the conveyor units 802, 804, 806 and 808
are simply placed
in an end-to-end arrangement without being coupled together or otherwise
secured in place.
[0085] As discussed above, it is preferable that each of the conveyor unit
802, 804, 806 and
808 include at least one roller that is powered. Optionally, each conveyor
unit that includes a
powered roller also includes an autonomous power source, such as for instance
a rechargeable
battery, for powering the powered roller. Further optionally, when the
conveyor units 802, 804,
806 and 808 are detachably coupled one to the other, an electrical connection
is established that
provides power to the coupled conveyor units from a centralized power source,
such as for
instance a rechargeable battery of the conveyor unit 802 or another power
source located outside
the cargo compartment 110.
[0086] Preferably, not illustrated controls are provided for allowing a user,
such as for instance
a baggage handler, to control and vary the conveying direction, conveying
speed, and to switch
the conveyor system on and off. By way of a non-limiting example, at least one
of the conveyor
units 802, 804, 806 and 808 includes a control panel that is accessible by the
baggage handler.
Alternatively, the baggage handler carries a remote control device through the
cargo
compartment 110. Optionally, the remote control device is wireless.
[0087] Of course, any of the above-mentioned methods for adding and removing
the conveyor
units during unloading and loading may be used with the embodiment described
with reference
to Figure 8a.
[0088] Referring now to Figures 8b through 8e, shown are diagrammatic top
views of steps of
a method for handling baggage using the conveyor system of Figure 8a. In
Figure 8b, a baggage
handler 812 is shown inside the lower cargo compartment 110. The conveyor ramp
114 is
shown conveying items, specifically the conveyor units 802 and 804, into the
cargo compartment
110 via the opening 116. As such, the conveyor ramp 114 is operating initially
in a direction
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opposite the direction that is required for unloading baggage from the cargo
compartment 110, as
is indicated in the figure using a block arrow. The conveyor unit 808 is shown
already in place
adjacent the opening 116. In addition, the conveyor unit 806 is shown in a
stowed position
within the cargo compartment 110, close to the opening 116. Preferably the
conveyor units 802,
804, 806 and 808 are functionally identical.
[0089] For most efficient operation, all conveyor units that are required for
handling the
baggage are conveyed into the cargo compartment 110 prior to any of the
baggage being
unloaded from the cargo compartment 110. Of course, in instances where there
is insufficient
room within the cargo compartment 110 to accommodate both the baggage handler
812 and the
conveyor units 802, 804, 806 and 808, less efficient operation is still
achieved by unloading
some of the baggage near the opening 116 and then reversing the direction of
conveyor ramp 114
to convey the conveyor units into the cargo compartment via the opening 116.
[0090] Referring now to Figure 8c, the conveyor units 802, 804 and 806 are
shown in a
stacked arrangement close to the opening 116, and out of the way of the
baggage handler 812.
Items of baggage are being conveyed down the conveyor ramp 114, as indicated
in the figure by
the block arrow. As the baggage handler 812 continues to transfer baggage onto
the conveyor
unit 808 and subsequently down the conveyor ramp 114, a portion of the floor
108 adjacent the
conveyor unit 808 is exposed.
[0091] Referring now to Figure 8d, the baggage handler 812 is shown
translating the conveyor
unit 808 into the portion of the floor 108, as indicated by the block arrow.
In this way, the
baggage handler 812 exposes a different portion of floor 810 proximate the
opening 116.
[0092] Referring now to Figure 8e, the conveyor unit 806 is shown within the
different portion
of the floor 810 proximate the opening 116 and adjacent the conveyor unit 808.
Preferably, the
conveyor unit 806 is detachably coupled to the conveyor unit 808, so as to
form a conveyor path
extending from the opening 116 in a direction toward the remaining baggage
items to be
unloaded, thereby requiring the baggage handler to perform less lifting,
twisting and other
manual baggage handling steps that may result in injury. Further
advantageously, the same
baggage handler that is unloading the cargo compartment 110 also couples the
conveyor unit 806
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to the conveyor unit 808, such that no additional baggage items are loaded
onto the conveyor
path while the conveyor units are being coupled together.
[0093] Referring now to Figure 9, shown is a diagrammatic perspective view of
a conveyor
unit 106 according to an embodiment of the instant invention. In particular,
the conveyor unit
106 is shown including an optional continuous conveyor belt 900 driven around
suitable rollers
902, 904, 906. These rollers are journalled in a frame 908 arranged on a
support member 910.
The support member 910 is arranged on rollers or wheels 912. The frame 908
includes a
coupling structure such as for instance magnetic connectors 914, for
detachably coupling with a
similarly arranged coupling structure of another conveyor unit.
Advantageously, the magnetic
couplers 914 support rapid and detachable coupling of conveyor units as well
as automatic
alignment of conveyor units. In particular, conveyor units are readily
detached one from another
simply by pulling the magnetic couplers 914 on the conveyor units out of
mutual contact.
Preferably, the frame 908 includes a structure, such as for instance guide
holes 916, for
supporting stacking of a plurality of conveyor units. For example, other
conveyor units include
protrusions along the lower surface thereof for engaging the guide holes 916
of frame 908 when
in a stacked condition.
[0094] Referring now to Figure 10, shown is a diagrammatic perspective view of
a conveyor
unit 106 according to an embodiment of the instant invention. In particular,
the conveyor unit
106 is shown including an optional continuous conveyor belt 1000 driven around
suitable rollers
1002, 1004, and 1006. These rollers are journalled in a frame 1008 arranged on
a support
member 1010. The support member 1010 is arranged on rollers or wheels 1012.
The frame
1008 includes a coupling structure such as for instance peg-shaped protrusions
1014. The
coupling structure is for detachably coupling with a receiving structure of
another conveyor unit.
Advantageously, the peg-shaped protrusions 1014 support rapid coupling of
conveyor units and
automatic alignment of conveyor units. Of course, the coupling structure is
not intended to be
limited to only peg-shaped protrusions, but rather to include any suitably
shaped protrusion.
Preferably, the frame 1008 includes a structure, such as for instance guide
holes 1016, for
supporting stacking of a plurality of conveyor units. For example, other
conveyor units include
protrusions along the lower surface thereof for engaging the guide holes 1016
of frame 1008
when in a stacked condition.
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[0095] Referring now to Figure 11, shown is a simplified flow diagram of a
method of
unloading a cargo compartment of an aircraft according to an embodiment of the
instant
invention. At step 1100, a first conveyor unit is placed along a floor surface
of the cargo
compartment proximate an opening to the cargo compartment. At step 1102, a
second conveyor
unit is disposed adjacent to the first conveyor unit, so as to assemble within
the cargo
compartment a conveyor path extending along a direction away from the opening.
At step 1104,
at least a baggage item is conveyed along the conveyor path including the
first and second
conveyor units and out through the opening. Optionally the step of disposing a
second conveyor
unit adjacent to the first conveyor unit includes a step of detachably
connecting the second
conveyor unit to the first conveyor unit. Of course, the above steps need not
be performed in the
specific order that is disclosed. For instance, when space is limited during
early stages of
unloading, the steps may optionally be performed in the order 1100, 1104,
1102. By performing
step 1104 prior to step 1102, at least a baggage item is removed from the
cargo compartment, so
as to provide additional space for assembling the conveyor path during step
1102. In this case,
additional baggage items optionally are conveyed along the conveyor path
subsequent to
performing step 1102.
[0096] Referring now to Figure 12, shown is a simplified flow diagram of
another method of
unloading a cargo compartment of an aircraft according to an embodiment of the
instant
invention. At step 1200 an angled conveyor unit is placed along a floor
surface of the cargo
compartment proximate an opening to the cargo compartment. At step 1202, a
linear conveyor
unit is disposed adjacent to the angled conveyor unit, so as to assemble
within the cargo
compartment a conveyor path extending along a direction away from the opening.
At step 1204,
at least a baggage item is conveyed along the conveyor path including the
angled conveyor unit
and the linear conveyor unit and out through the opening. Optionally the step
of disposing a
linear conveyor unit adjacent to the angled conveyor unit includes a step of
detachably
connecting the linear conveyor unit to the angled conveyor unit. Of course,
the above steps need
not be performed in the specific order that is disclosed. For instance, when
space is limited
during early stages of unloading, the steps may optionally be performed in the
order 1200, 1204,
1202. By performing step 1204 prior to step 1202, at least a baggage item is
removed from the
cargo compartment, so as to provide additional space for assembling the
conveyor path during
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step 1202. In this case, additional baggage items optionally are conveyed
along the conveyor
path subsequent to performing step 1202.
[0097] Referring now to Figure 13, shown is a diagrammatic top view of a
conveyor system
according to an embodiment of the instant invention, with a conveyor unit
advancer separate
from the baggage conveyor ramp. In particular, a belt loader 112 includes a
conveyor ramp 114
for advancing baggage items along a baggage flow direction indicated by the
block arrow 1300,
the inclination of which ramp is adjustable for being aligned with opening 116
of the cargo
compartment 110. The baggage ramp vehicle also includes a conveyor unit
advancer 1302 for
conveying conveyor units along a direction opposite the baggage flow
direction, as indicated by
the block arrow 1304. For instance, in Figure 13 the conveyor unit 104 is
shown in edge-on
view being conveyed toward the cargo compartment 110 via opening 116.
[0098] Optionally, when the conveyor unit 104 reaches the edge of the cargo
compartment 110
a baggage handler inside the cargo compartment manually lifts the conveyor
unit 104 off of the
conveyor unit advancer and couples the conveyor unit 104 to the end of the
conveyor path
adjacent conveyor unit 102. Further optionally, the conveyor unit 104 advances
into the cargo
compartment 110 and is conveyed to the end of the conveyor path in an
automated manner. For
instance, the conveyor unit 104 is advanced along side the conveyor units 100
and 102 toward
the end of the conveyor path. Optionally, the direction of baggage flow is
reversed temporarily,
and the conveyor unit 104 is conveyed along the top surfaces of the conveyor
units 100 and 102.
[0099] As an alternative to the above-mentioned systems for advancing conveyor
units into the
cargo compartment, use may be made of a lift mechanism that is separate from
the conveyor
ramp 114. For instance, a separate elevating device similar to a fork-lift
mechanism may be
mounted to a portion of the belt loader 112. The conveyor units, secured
within a frame, are
raised to a level approximately elevationally aligned with the opening 116.
Preferably, the
conveyor units are readily accessible from inside the compartment 110. During
use, the
conveyor units are extracted from the frame and coupled to other conveyor
units within the cargo
compartment 110. The conveyor units are extracted from the frame in one of an
automated and a
manual fashion. Of course, where space permits, the frame optionally may be
attached to the
end of the conveyor ramp 114 rather than being supported by a separate lift
mechanism. For
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instance, the frame is one of welded to the end of the conveyor ramp 114 and
fastened to the end
of the conveyor ramp 114 using suitable fasteners such as for example threaded
bolts and nuts.
In this way, when the conveyor ramp 114 is aligned with the opening 116 the
frame containing
the conveyor units automatically is brought to a position proximate the
opening 116 as well.
Optionally, the conveyor units are extracted from the frame in one of a manual
and an automated
fashion.
[00100] According to at least some of the embodiments of the instant invention
a conveyor path
is assembled within the cargo compartment of an aircraft, and in a progressive
manner as
baggage is removed from the cargo compartment. The number of conveyor units
required during
a particular unloading and/or loading cycle may be determined in advance based
upon known
dimensions of the conveyor units and a known length of the cargo compartment.
Optionally, the
determined number of conveyor units is provided into the cargo compartment
prior to any of the
baggage being unloaded. The conveyor path reduces the amount of manual baggage
handling,
and thereby reduces the likelihood of injuries occurring. If is an advantage
that the conveyor
path is disassembled during the loading operation and removed entirely from
the cargo
compartment. In this way, the system does not add any additional in-flight
weight to the aircraft.
The embodiments of the instant invention also are suitable for use with
existing mobile baggage
ramp vehicles, and do not require the purchase of additional vehicles that are
adapted to store at
least some of the conveyor units within a portion thereof. Furthermore, the
system is expandable
since additional conveyor units may be provided into the cargo compartment if
it is necessary to
span greater distances, such as for instance in stretch models of certain
aircraft. Optionally, at
least some of the embodiments of the instant invention include conveyor units,
the length of
which is extendable. For instance, the length of at least one conveyor unit is
extendable by a
factor of between 1.5 and 2 times the non-extended length.
[00101] Numerous other embodiments may be envisaged without departing from the
spirit and
scope of the invention.
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