Multifunctional cargo hold system

A multifunctional cargo hold system for an aircraft includes a cargo hold floor; a retainer rail fitted to the cargo hold floor, suitable for the assembly of units for rolling and/or fixing of loaded elements. The units have a variable assembly with regard to the longitudinal direction of the retainer rail. The cargo hold system has a number of cargo positions, suitable for accommodating elements of the group, including a net for partitioning the cargo hold, a standard container, a palette, a telescopic system, an underfloor catering container, an underfloor rest space, a conveyor of fixed length and a conveyor of variable length, wherein each load position can accommodate at least four of the elements.

REFERENCE TO RELATED APPLICATION

The present application is a national phase entry under 35 U.S.C. §371 of International Application No. PCT/EP2009/063335, filed Oct. 13, 2009, published in German, which claims the benefit of German Patent Application No. 10 2008 052 337.2, filed Oct. 20, 2008 and of U.S. Provisional Patent Application No. 61/196,747, filed Oct. 20, 2008, the entire disclosures of which applications are incorporated herein by reference.

FIELD OF THE INVENTION

The invention relates to a multifunctional cargo bay system for an aircraft, and an aircraft with such a cargo bay system.

TECHNOLOGICAL BACKGROUND

Cargo bays of aircraft are used in various configurations. While the primary function is here to stow luggage, cargo bays are also used to accommodate catering, break areas or waste. The most familiar configurations in this conjunction are standard containers or pallets (“cargo loading”), loads comprised of bulk mixed cargo (“bulk”), a telescope system (“telescopic bin”), a conveyor belt (“sliding carpet”), lower deck catering (“lower deck catering”), a lower deck lift (“lower deck lift”) and lower deck facilities (“lower deck facilities”), such as beds, personnel break areas, waste containers, etc. The various arrangements for accommodating the corresponding configuration are made while manufacturing the aircraft. For example, DE 199 61 734 C1 discloses such a cargo bay system. The disadvantage here is that changes in the cargo bay configuration are complex and time intensive.

SUMMARY OF THE INVENTION

The object of the invention is to provide a cargo bay system for an aircraft that is easy to retrofit.

This object is achieved with a multifunctional cargo bay system according to the independent claim.

Advantageous further developments of the invention are the subject of the dependent claims.

One exemplary embodiment of the invention builds on the generic prior art with a multifunctional cargo system for an aircraft with a cargo bay floor; a retaining rail secured to the cargo bay floor, which is suitable for integrating means for rolling and/or fixing elements to be loaded, wherein the means are variably mountable in the longitudinal direction of the retaining rail, wherein the cargo bay system has a plurality of loading positions tailored to accommodate elements in the group, comprising: a net, a standard container, a pallet, a telescope system, a lower deck catering container, a lower deck break area, a fixed-length conveyor belt and variable-length conveyor belt, wherein a respective loading position is modified to accommodate at least four of the elements. The advantage to this is that the cargo bay of the aircraft can be flexibly tailored to the wishes of the aircraft purchaser or operator. Cargo bay system modification requests can be responded to quickly, with short lead times. In addition, such a cargo bay system makes it possible to increase the flexibility of the cargo bay system, thereby enabling the following loading systems at each location of the cargo bay: standard containers (“cargo loading”), loads comprised of bulk mixed cargo (“bulk”), a telescope system (“telescopic bin”), a conveyor belt (“sliding carpet”), lower deck catering (“lower deck catering”), a lower deck lift (“lower deck lift”) and lower deck facilities (“lower deck facilities”), such as beds, personnel break areas, waste containers, etc. This makes it possible to realize a modular system with respect to the different possible ways in which the cargo bay system can be used. In addition, reconfigurations, conversions and retrofits can be implemented quickly as a result. In this conjunction, the loading positions for accommodating the mentioned elements being adjusted means that several or ideally all loading positions are provided with the electrical connections, terminals for connection to the electrical control system of the aircraft, and connections for water, fresh air, etc. required for several or ideally all of the elements, and that the aircraft floor can be tailored in a correspondingly flexible manner to all of these elements by means of detachable fixing and/or rolling units. As a consequence, the cargo bay can be adjusted and retrofitted to suit the wishes of the customer up until shortly before delivery, or ideally even during maintenance, without requiring larger-scale conversions, cable installations, etc. Previously, this required that a decision be made already during the structural assembly of the aircraft.

Let it also be noted at this juncture that the installation of the retaining rail on the cargo bay floor also includes the integration or embedding in the cargo bay floor. In addition, let it be noted that the elements to be loaded comprise at least one standard container, a pallet, a lower deck catering container and a lower deck break area, i.e., those elements from the group of elements to be accommodated that actually have to be rolled and fixed in place via the fixing/rolling units.

A respective loading position is preferably adjusted to accommodate at least five of the elements. It is even more preferred that a respective loading position be modified to accommodate at least six of the elements. It is even more preferred that a respective loading position be tailored to accommodate at least seven of the elements.

These advantages are ideally manifested in a multifunctional cargo bay system in which a respective loading position is modified to accommodate all elements.

In another exemplary embodiment of the invention, the retaining rail is a seat rail. Using a seat rail makes it possible to draw upon already present, tested components that are approved in aeronautical engineering. This permits a simple and rapid implementation in practice.

It is advantageously provided that the loading positions extend over at least 70 percent of the length of the cargo bay floor. The region just cited even more preferably encompasses 80 percent of the length of the cargo bay floor. This region even more preferably encompasses 90 percent of the length of the cargo bay floor, and the latter region even more preferably encompasses 95 percent of the length of the cargo bay floor. Providing all means necessary for installation purposes over this length makes it possible to achieve a maximum level of flexibility in equipping and retrofitting the cargo bay. No larger-scale conversions, cable installations or the like are required. This makes it possible to quickly respond to modifications requested by the customer, and the loading configuration can even be varied from flight to flight without any greater outlay, depending on what the aircraft is being used for. In this conjunction, the cargo bay system can offer a universal platform consisting of retaining rails, retaining points and arrangements (e.g., electrical cables, ductwork for cables, drainage lines), so as to enable the already mentioned loading configuration via quick-release fasteners (e.g., snap & click, plug & play, etc.).

In an exemplary embodiment, the advantages mentioned above can be achieved in a specific configuration by having all loading positions exhibit electrical plug connections for at least one of the elements.

Further, the advantages mentioned above can be achieved in another specific configuration of an exemplary embodiment by having all loading positions exhibit drainage pipes and/or drainage tubes for at least one of the elements

In addition, the advantages mentioned above can be achieved in another specific configuration of an exemplary embodiment by having all loading positions exhibit a plug connection for hooking up at least one of the elements with a control computer integrated into an aircraft.

An advantageous exemplary embodiment provides that the cargo bay system is equipped with a rolling unit with at least one rolling cylinder, a quick-release fastener that can be detached without tools, with which the rolling unit can be detachably secured to a retaining rail of the cargo bay system. As a consequence, rolling units do not have to be provided at each location of the cargo bay floor, but rather only in the locations required for this purpose. In addition, this exemplary embodiment supports the advantages from the flexible retrofitting of the cargo bay.

These advantages can be realized even more effectively if the rolling unit also has a pivoting attachment hook. In addition, this results in an increased percentage of standardized components, and the expanded rolling unit serves as a uniform option for equipping the various loading configurations.

The same advantages can be achieved by equipping the cargo bay system with an attachment hook that can be secured to the retaining rail.

Exemplary embodiments of the invention will be described below with reference to the figures.

DETAILED DESCRIPTION OF AN EXEMPLARY EMBODIMENT

FIG. 1shows a cargo bay system according to an exemplary embodiment of the invention. In a sectionally depicted cargo bay involving a lower deck cargo bay, which shows the cargo bay floor10and cargo bay walls11proceeding at an upward incline from the latter, the cargo bay floor10is divided into various loading positions12-14. Mounted on the cargo bay floor10and running in the longitudinal direction of the aircraft are retaining rails15, which are preferably the kind of retaining rails also used for installing seats in the aircraft cabin, meaning commercially available seat rails. These retaining rails15are preferably embedded in the cargo bay floor10, so that the upper side of the retaining rails15abuts flush with the cargo bay floor10, but it is also conceivable that they be installed on the surface of the cargo bay floor10without being embedded. This exemplary embodiment provides four rows of retaining rails15, wherein two rows run along the sides of the cargo bay floor10, and the other two rows each are spaced roughly one third of the cargo bay floor width away from each side of the cargo bay floor10, wherein the cargo bay floor width corresponds to the distance from one side of the cargo bay floor10to the opposite side of the cargo bay floor10.

For example, the two centrally running rows of retaining rows15are provided with rolling units37, which will be described in more detail later, and only two of which are labeled with a reference number onFIG. 1for purposes of clarity. Alternatively or additionally, the other fixing/rolling units depicted inFIGS. 9 to 15can also be provided. In practice, these fixing/rolling units are used in various combinations. These fixing/rolling units can be mounted at any location along the retaining rails15, wherein the choice of mounting positions is naturally limited by the fact that the attachment means of the fixing/rolling units can only be used at specific latching positions of the retaining rails15, and these latching positions are provided at a specific distance, for example two centimeters, along the longitudinal direction of the retaining rails15.

As an alternative, only two or three, five, six or more retaining rails15may be provided. In addition, the fixing/rolling units may be mounted on only a few or all of these retaining rails15.

For example, the two retaining rails15running along the sides of the cargo bay floor10in this exemplary embodiment are used for attaching the nets18mentioned inFIG. 2.

In the area of a cargo gate (not shown), i.e., in loading position12, a ball plate17having a plurality of freely rotating balls is provided on the cargo bay floor10. As a result, elements to be loaded that are transported into the cargo bay through the cargo gate can initially be pushed by hand into the cargo bay transverse to the longitudinal direction of the aircraft, and then either pushed further toward the front or back in the longitudinal direction of the aircraft up to the desired loading position13,14.

Reference number31denotes an electrical line that branches to each loading position12-14, and is there connected with an electrical plug connection32. Elements accommodated in the cargo bay that require a power can be hooked up to this plug connection, for example a telescope system, a lower deck lift system, a lower deck catering container, a lower deck break area, a fixed-length conveyor belt and a variable-length conveyor belt, wherein these elements will be described in greater detail later. In addition, the plug connections32can be hooked up with a lower deck cargo bay system for controlling the fixing/rolling units described later.

Further denoted with a dashed line is a drainage system33, which can encompass drainage pipes and/or drainage tubes. This drainage system has drainage ports34in each loading position12-14, which can be connected with elements accommodated in the cargo bay that require such a drainage port34.

FIG. 2shows the cargo bay system with nets18, with which the cargo bay can be divided into separate areas. These nets are used when loading bulk mixed cargo into the cargo bay, and their lower side can be secured to the retaining rails15by means of fixing elements. The fixing elements are here designed in such a way that they can be quickly latched and unlatched in the retaining rails15. In addition, the nets18can also be secured to the cargo bay walls11and cargo bay ceiling (not shown) via identical fixing elements. To this end, individual latching options or retaining points are provided at specific intervals, or the same retaining rails as on the cargo bay floor10are also provided along the cargo bay walls11and cargo bay ceiling.

The arrows onFIGS. 2 to 8denote the longitudinal direction of the aircraft. The arrow here points in the direction of the aircraft nose.

FIG. 3shows the cargo bay system with standard containers19and a lower deck break area20. The lower deck break area20can have beds, for example, of which one bed is diagrammatically shown onFIG. 3. The standard containers19or lower deck break area20are rolled into the desired loading position12-14while loading the cargo bay on the rolling units, and secured in this position via the fixing function of the rolling units or fixing units described later. The functionality is the same when loading pallets, lower deck catering containers, and lower deck break areas.

FIG. 4shows the cargo bay system with a variable-length conveyor belt (“moveable bulkhead”). Reference number21denotes a roller container, which accommodates an unrolling conveyor belt22. The conveyor belt22is here fixed to the roller container21on the one hand, runs toward the rear (directional indications relate to the longitudinal direction of aircraft), and is there looped around a deflection roller35, which is secured in a fixed position on the cargo bay floor10or cargo bay walls11, preferably by means of retaining rails15, in such a way that the conveyor belt22runs back to the roller container21, where it can be correspondingly rolled and unrolled on a roller (not shown).

The roller container21can move in the longitudinal direction by means of corresponding guides, wherein a forward motion increases the loadable surface of the conveyor belt22by also advancing the upwardly running conveyor band section between the roller container21and deflection roller35, and the conveyor belt is repositioned out of the roller container21via the deflection roller. As a result, when the roller container21is in its rearmost position, the conveyor belt22can be loaded with baggage. As the loading process continues, the roller container21is then moved forward, and the conveyor belt is repositioned out of the roller container21via the deflection roller. This repositioned section of the conveyor belt22can now be loaded again until also full, so that the roller container21must be advanced further, etc.

FIG. 5shows the cargo bay system with pallets23.

FIG. 6shows the cargo bay system with a telescope system24. The telescope system24essentially consists of two or more reciprocally shifting shells, so that a shell of variable size open at the top can be provided for loading with open, mixed cargo.FIG. 6depicts a telescope system24with a shell25open to the top and rear, which is enveloped by a shell26also open to the top and rear. These shells25and26can be shifted relative to each other in the longitudinal direction of the aircraft to alter the volume of the telescope system24, preferably by means of an electric drive.

FIG. 7shows the cargo bay system with standard containers19and a lower deck catering container28. In the lower deck catering container28, passenger catering items can be loaded into the cargo bay while loading the aircraft, and conveyed into the passenger area during flight by means of the lower deck lift system29, for example which can also be configured for conveying trolleys.

FIG. 8shows the cargo bay system with a fixed-length conveyor belt30. The conveyor belt30is moved by an electric drive, and runs at least along the cargo bay floor10, but can also run along the cargo bay walls11proceeding at an upward incline.

The following figures present examples of fixing/rolling units, which can be installed in the retaining rails15.

FIG. 9shows a fixing unit. This fixing unit36is designed as a hook, and has two oblong holes through which screws can be inserted to mount the fixing unit36to a retaining rail15. The fixing unit36is used to fix the elements accommodated in the cargo bay, such as standard containers19, pallets,23, a telescope system24, a lower deck lift system28, lower deck catering containers27, a lower deck break area20, a conveyor belt30, a conveyor belt22, etc.

FIG. 10shows a rolling unit. This rolling unit37has a frame structure comprised of a floor plate and two lateral walls extending perpendicularly from the latter. It is provided that the rolling unit37can be mounted on the retaining rails15, specifically in such a way that the longitudinal direction of the rolling unit37runs in the longitudinal direction of the retaining rails15. The lateral walls carry a rolling cylinder38, which runs perpendicularly to the longitudinal direction of the rolling unit37, perpendicularly to the retaining rails15, and hence perpendicularly to the longitudinal direction of the aircraft. A quick release fastener39is provided for purposes of attachment to the retaining rails15. The quick release fasteners can here be any attachment means that make it possible to secure the rolling unit37on a retaining rail15using only the hands, i.e., without the use of tools. However, the quick release fastener39acts as follows. In the folded position depicted onFIG. 10, the rolling unit37is fixed in one of the retaining rails15. For this purpose, the lower side of the rolling unit37is preferably furnished with a plate-like hook, which can be moved to a latching position (not shown) of the retaining rail15with the quick release fastener39(not shown onFIG. 10) in an unlatched state. By folding the quick release fastener39into the position shown onFIG. 10, the plate-like hook is moved in the direction of the floor plate of the rolling unit37, and braced with projections of the retaining rail15having a smaller cross section than an opening at the latching position for threading the plate-like hook, so that the rolling unit37is held in this position as the result of bracing the hooks and projections. Swiveling the quick release fastener39by 90° in its unlatched position releases the fixation on the retaining rail15, and the rolling unit37can be removed from the retaining rail15.

FIG. 11shows another rolling unit. The rolling unit40essentially differs from the one onFIG. 10in that the quick release fastener41is arranged to the side of the rolling cylinder42. As a result, the rolling cylinder42is not directly arranged over the retaining rail15, but rather offset somewhat relative thereto.

FIG. 12shows another rolling unit with an added fixing function. In addition to the one shown onFIG. 10, the rolling unit43has one more rolling cylinder and one more quick release fastener. Further, as an extra functionality relative to the one described in conjunction withFIG. 10, an attachment hook44is also provided in the center of the rolling unit43. The attachment hook44can be pivoted, wherein the attachment hook can be pivoted in the direction of the retaining rail15(or floor plate) to a point where the end of the rolling cylinder spaced apart from the retaining rail15(or floor plate) is farther away from the retaining rail15than the end of the attachment hook44spaced apart from the retaining rail15in this swiveled position, and wherein the attachment hook44can be swiveled into a position in which the end of the attachment hook44spaced apart from the retaining rail15in this swiveled position is farther away from the retaining rail15than the end of the rolling cylinder spaced apart from the retaining rail15.

Expressed differently, this means that the attachment hook44is embedded into the rolling unit43in the folded state in such a way that the elements to be loaded can roll on the rolling cylinders without the attachment hook44coming into contact with them in a disruptive fashion. This further means that, when folded out, the attachment hook projects over the rolling cylinder, thereby serving to fix standard containers19, pallets23, etc., for example. The floor plate of these elements to be loaded exhibits a web, the material thickness of which is such that it can envelop the attachment hook44, so that the attachment hook fixes the element to be fixed in both the horizontal and vertical directions.

FIG. 13shows the use of the rolling unit fromFIG. 12for fixing an intermediate floor45. This intermediate floor45can be provided to transport loose mixed cargo, while preventing the retaining rails, electrical plug connections32or drainage ports34from becoming contaminated or worn in the process.

FIG. 14shows a system of combined rolling units with drive. In this system, two rolling units37and one rolling unit46are connected by means of a strap47. The rolling unit46is a PDU (“power drive unit”), the rollers of which are rotated via an electric drive provided in the rolling unit46. In this way, elements to be loaded (e.g., a standard container19, a pallet23, a lower deck catering container27, a lower deck break area20) can be electromechanically conveyed via the rolling unit46. The complete system shown onFIG. 14is here secured to two retaining rails15via the quick release fasteners39.

FIG. 15shows a rolling unit with retaining bolt50. This rolling unit48serves as an anti-rollout unit to prevent standard containers19, for example, from unintentionally spontaneously rolling out of the cargo bay, e.g., when opening the cargo gate.

In addition, let it be noted that “comprising” and “exhibiting” do not preclude any other elements or steps, and that “an” or “a” do not rule out a plurality. Let it further be noted that features or steps described with a reference to one of the above further developments can also be used in combination with other features or steps of other further developments described above. Reference numbers in the claims are not to be construed as a limitation.