Abstract:
A method of transporting and stowing an object within an aircraft comprises inserting the object into a transport unit; activating a first transfer drive system attached to said transport unit; drawing the object into said transport unit via a first motor and a first wheel of said first transfer drive system; conveying said transport unit to a stowage unit; releasing the object from the transport unit; and inserting the object into said stowage unit.

Description:
RELATED APPLICATIONS 
       [0001]    This application is a divisional application of, and claims priority from, pending prior application Ser. No. 10/906,465, filed Feb. 22, 2005, and is incorporated by reference herein. This application is related to U.S. Pat. No. 6,971,608 issued on Dec. 6, 2005 and U.S. Pat. No. 7,159,821 issued on Jan. 9, 2007, the latter being a continuation-in-part of U.S. application Ser. No. 10/708,955 filed on Apr. 2, 2004, now U.S. Pat. No. 6,971,608. 
     
    
     TECHNICAL FIELD 
       [0002]    The present disclosure is related generally to service carts, galleys, passenger cabins, and stowage areas of an aircraft. More particularly, the present disclosure is related to the transporting and stowage of service carts within an aircraft and to the efficient utilization of the stated areas. 
       BACKGROUND 
       [0003]    Modern aircraft typically include passenger compartments, galley service areas, overhead areas, and various stowage areas, which may be located on one or more decks. The galley areas often include and have associated therewith multiple service carts. The service carts contain various service related items, such as beverages and food items. The service carts may be stored in single rows under galley service counters on a main deck, in an overhead space, or on a lower deck. The stated areas and the service carts tend to occupy significant portions of an aircraft. 
         [0004]    It is desirable within the aircraft industry to produce aircraft and aircraft systems that maximize the use of the space available within an aircraft. The maximization of space enhances customer value and revenue generating characteristics of an aircraft. As an example, a commercial aircraft can have an automated elevator system for the vertical transporting of galley carts between a main deck galley and an overhead galley cart stowage area or a lower lobe of the aircraft. As a result, the galley carts may be stored in the overhead stowage or lower lobe, which provides an increased amount of available space on the main deck for the passenger cabin. Increased available passenger cabin space allows for an increase in the number of passenger seats, which allows for an increase in the revenue-generating volume of an aircraft. Increased available passenger cabin space also allows for an increase in the size of the passenger seats, passenger legroom, carry-on stowage, the size of open areas and aisleways for passenger and crewmember movement, and the size or space allotted for passenger compartment related facilities, which increases customer satisfaction. 
         [0005]    Spaces within the overhead stowage and lower lobe areas can be confined and thus movement and manipulation of service carts within these areas can be difficult. Currently service carts are manually transported and can weigh as much as approximately 250 lbs. In tight spaces, service carts of such weight are difficult to manipulate. Also, service carts typically have casters on which they are transported. Since the casters are able to swivel, when the service carts are inserted into a stowage space the casters can bind due to misalignment thereof. This binding can further increase the difficulty in manipulation of the service carts. 
         [0006]    Thus, there exists a need for a service cart transport and stowage system that allows for efficient utilization of aircraft interior space and improves service cart transport ergonomics. 
       SUMMARY 
       [0007]    In one embodiment an object transport and stowage system for an aircraft is disclosed. The system includes a transport unit for the transport of an object within the aircraft. A first transfer drive system is attached to the transport unit and includes object engagement elements that are engagable with the object. A motor is mechanically coupled to and rotates one or more of the object engagement elements. A controller is electrically coupled to the motor and translates the object relative to the transport unit. 
         [0008]    In another embodiment, an object transport and stowage system for an aircraft is provided that includes a housing for the stowage of an object on the aircraft. A transfer drive system is attached to the housing and includes object engagement elements, which are engagable with the object. A motor is mechanically coupled to and rotates one or more of the object engagement elements. A controller is electrically coupled to the motor and translates the object relative to the housing. 
         [0009]    The foregoing embodiments provide several advantages. One such advantage is the provision of an automated service cart transport system that is ergonomically pleasing. This provision minimizes manual service cart manipulation and thus allows for easy movement, translation, stowage, and removal therefrom of service carts within an aircraft. 
         [0010]    Another advantage is the provision of a service cart transport system that eliminates the disadvantages associated with the inserting of a service cart within a stowage or transport unit. 
         [0011]    Yet another advantage is the provision of a service cart transport system that allows for the automated loading and unloading of a service cart to and from an elevator or the like. 
         [0012]    Still another advantage is the provision of a service cart transport system that shields an operator from a vertical shaft, thereby, preventing operator injury. 
         [0013]    Additionally, another advantage is the provision of a service cart transport system that is easy to spatially integrate within an aircraft. 
         [0014]    As well, another advantage is the ability to efficiently and safely transfer, suspend, lift, and lower heavy objects between and across decks of an aircraft without the objects tipping and falling. 
         [0015]    Furthermore, the above stated advantages provide increased utility and space efficiency of crew cabin, galley, passenger, and stowage areas of an aircraft. The stated advantages increase the available space on a main deck, preserve the stowage of an overhead galley or stowage area, and preserve the payload capacity of a lower lobe or cargo bay of an aircraft. 
         [0016]    The disclosure itself, together with further objects and attendant advantages, will be best understood by reference to the following detailed description, taken in conjunction with the accompanying drawing. 
         [0017]    Other features, benefits and advantages will become apparent from the following description, when viewed in accordance with the attached drawings and appended claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0018]      FIG. 1  is a perspective view of an aircraft having a bi-level module with an integrated transport and stowage system. 
           [0019]      FIG. 1A  is a perspective view of the bi-level module of  FIG. 1 . 
           [0020]      FIG. 2  is a perspective view of the bi-level galley module of  FIG. 1 . 
           [0021]      FIGS. 3A-D  are partial cutaway perspective views of the bi-level galley module of  FIG. 1 , sequentially illustrating the integrated transport and stowage system moving a service cart from a main-deck to an overhead stowage unit. 
           [0022]      FIG. 4A  is a perspective view of a transport unit having a transport drive system. 
           [0023]      FIG. 4B  is a front cross-sectional view of the transport unit of  FIG. 4A . 
           [0024]      FIG. 4C  is a top view of the transport unit of  FIG. 4A . 
           [0025]      FIG. 5  is a perspective view illustrating the relationship between the transfer drive system of  FIG. 4A  and a service cart. 
           [0026]      FIG. 6  is a perspective view of the transfer drive system of  FIG. 4A . 
           [0027]      FIG. 7  is a perspective view of a stowage unit having a transfer drive system. 
           [0028]      FIG. 8  is a top view of the transfer drive system of  FIG. 7  and a service cart. 
           [0029]      FIG. 9  is a logic flow diagram illustrating a method of transporting and stowing an object within an aircraft. 
       
    
    
     DETAILED DESCRIPTION 
       [0030]    In the following Figures the same reference numerals will be used to refer to the same components. While the embodiments are described primarily with respect to an integrated transport and stowage system for the transporting of service carts within an aircraft, the disclosure may be adapted and applied in various applications. The disclosure may be applied in aeronautical applications, nautical applications, railway applications, automotive vehicle applications, and commercial and residential applications. The disclosure may also be applied to various areas of an aircraft including galleys, overhead areas, main deck areas, lower lobe areas, passenger cabin areas, crewmember and non-crewmember areas, as well as other areas of an aircraft. Also, a variety of other embodiments are contemplated having different combinations of the below described features, having features other than those described herein, or even lacking one or more of those features. As such, it is understood that the disclosure can be carried out in various other suitable modes. 
         [0031]    In the following description, various operating parameters and components are described for one constructed embodiment. These specific parameters and components are included as examples and are not meant to be limiting. 
         [0032]    Also, in the following description the term “object” may refer to a baggage item, a service cart, a stowage container, passenger or crewmember gear, or other objects that may be on or within an aircraft. An object may refer to any item, which may be lifted via the vertical lift device described below and/or stowed within a stowage unit. 
         [0033]    Referring now to  FIGS. 1 and 1A , an aircraft  10  having a bi-level galley module  12  with an integrated transport and stowage system  14  is shown. With attention to  FIG. 2 , the bi-level galley module  12  includes a main-deck sub-module  16  and an overhead sub-module  18  that is disposed above the main-deck sub-module  16 . However, it will be appreciated that the airframe of the aircraft  10  can instead define a bi-level galley module  12  in various other suitable constructions besides a modular one. 
         [0034]    The bi-level galley module  12  is utilized for storing a series of objects, such as service carts  20  in the main-deck sub-module  16  and/or the overhead sub-module  18 . The overhead module  18  includes multiple galley storage units  22 . The overhead module  18  allows for the storage and alignment of the service carts  20  in lateral rows in both the forward section  24  and in the rearward section  26 . In this way, the bi-level galley module  12  can store about twice as many service carts as a single-level galley module having a similarly sized perimeter. This feature is beneficial because it can decrease the overall number of galleys in an aircraft and increase the amount of available space on a main deck. One skilled in the art will understand that this additional space can be utilized for hosting additional passenger seats, maintaining the same number of passenger seats while increasing their size, increasing the room for the passengers and the crewmembers to move about the aircraft  10 , and provide various other advantages, or any combination thereof. In addition, it will be appreciated that this bi-level galley module  12  does not occupy any space in the lower lobe or cargo bay of the aircraft  10 . In this regard, the bi-level galley module  12  is further beneficial for preserving the payload capacity of the aircraft  10 . 
         [0035]    The service carts  20  may contain beverage and food items, waste carts, storage containers, and various other service related items, such as ovens, coffee pots, and beverage racks. The service carts  20  may also include passenger compartment supplies, cleaning supplies, baggages, and other aircraft related items. The service cart  20  may have handles or openings  28  for crewmembers to manipulate and align the service carts  20 . 
         [0036]    The integrated transport and stowage system  14  includes an elevator or vertical lift device  30 , a transport unit  32 , and one or more stowage units  34 . The vertical lift device  30  is shown in the form of a gantry having a lift motor  36  and rails  38 . This vertical lift device  30  is a motorized pulley mechanism. However, it is contemplated that the lift device  30  can instead be a screw mechanism, a belt mechanism, a manually operated mechanism or otherwise, or any combination thereof as desired. The vertical lift device  30  is used to raise and lower the transport unit  32  between a main deck  40  and an overhead galley area  42 . The transport unit  32  is utilized to carry the service carts  20  or other objects to and from the stowage units  34 . The stowage units  34  may be of various sizes and shapes and hold any number of service carts. The service carts  20  may also be of various sizes and include full and half depth service carts, as are known and utilized in the art. 
         [0037]    Referring now to  FIGS. 3A-3D , a sample sequential operation of the integrated transport system  14  for the stowing of the service carts  20  in the overhead sub-module  18  is shown. Specifically,  FIG. 3A  illustrates the insertion of a service cart  20 ′ into the transport unit  32 .  FIG. 3B  illustrates the raising of the transport unit  32 , containing the service cart  20 ′, to the overhead sub-module  18  along a longitudinal axis  50  of a shaft  52 . The shaft  52  extends between the main-deck sub-module  16  and the overhead sub-module  18 .  FIG. 3C  illustrates lateral translation of the transport unit  32  on the rails  38  from the shaft  52  over to a designated stowage area or slot  54  of the stowage units  34 . The transport unit  32  is translated along a lateral axis  56  of the overhead sub-module  18 . Finally,  FIG. 3D  illustrates the removal of the service cart  20 ′ from the transport unit  32  and the insertion of the service cart  20 ′ into the stowage unit  34 . The service cart  20 ′ when transported from the transport unit  32  to the stowage unit  34  is moved along a fore/aft axis  58 . 
         [0038]    The integrated transport system  14  includes one or more controllers  60 , which activate and operate the vertical lift device  30 , a transport unit transfer drive system  62 , and one or more stowage unit transfer drive systems. The stowage unit transfer drive systems are represented by boxes  64  in  FIGS. 2-3D . The controllers  60  may be as simple as or include switches located in one or more locations on the main-deck sub-module  16  and the overhead sub-module  18 , as well as on the transport unit  32 . When switches are utilized, the switches may be in the form of rocker switches, toggle switches, push button switches, rotary switches, or other switches known in the art. 
         [0039]    The controllers  60  may be microprocessor based such as a computer having a central processing unit, memory (RAM and/or ROM), and associated input and output buses. The main controllers  60  may be application-specific integrated circuits or may be formed of other logic devices known in the art. The controllers  60  may be a portion of a central main control unit, a control circuit having a power supply, combined into a single integrated controller, or may be stand-alone controllers as shown. 
         [0040]    In the embodiment shown a first controller  61  is coupled to the shaft  52  and is located on the main deck  40 . The first controller  61  is used to operate the vertical lift device  30 . A second controller  63  is also coupled to the shaft  52  and is used to operate the transfer drive system  62  when the transport unit is located on the main deck  40 . A third controller  66  is coupled to a side of the transport unit  32  and is used to operate the transfer drive system  62  when the transport unit is located in the overhead stowage area  42 . A fourth controller  68  is coupled to the storage unit  34  and is used to operate the transfer drive systems  64 . 
         [0041]    The transport unit  32  may be laterally or longitudinally displaced along the rails  38  via a fifth controller (not shown) or manually via one or more handles  70  located on the transport unit. The handles  70  provide ease in the manipulation of the transport unit  32 . The vertical lift device  30  may have sensors (not shown) for detection of the slots of the service carts  20 . Although a specific number of controllers are shown, any number of controllers may be utilized. The integrated transport system  14  may be fully or partially automated. In one envisioned embodiment, a crewmember selects a slot or a particular service cart via a controller located on the main deck  40  and the integrated transport system  14  either raises a service cart into the overhead stowage area  42  and inserts that cart into the appropriate slot or removes the service cart from the selected slot and lowers the service cart down to the main deck  40 . The vertical lift device  30  may align itself with that appropriate slot, via position sensors (not shown). 
         [0042]    Referring now to  FIGS. 4A-C , perspective, front cross-sectional, and top views of the transport unit  32  is shown. The transport unit  32  includes a cage  80  and the transfer drive system  62 . The cage  80  may be formed of various rigid materials, including metallic and non-metallic materials. The cage  80  has a pair of opposing openings  82  for the insertion and removal of a service cart  20 ″. The transfer drive system  62  is attached to and is an integral part of a side  84  of the cage  80 . The transfer drive system  62  engages with and draws the service cart  20 ″ into or drives the service cart  20 ″ out of the cage  80 . The transfer drive system  62  is described in more detail below with respect to the embodiment of  FIG. 6 . 
         [0043]    The transport unit  32  also includes idler wheels  86  that are mechanically coupled to the sides  88  of the cage  80  and are used to guide the service cart  20 ″ in and out of the cage  80 . The idler wheels  90  that are opposite the transfer drive system  62  may be spring-loaded and/or include spring-loaded arms (not shown), which are used to apply pressure on the service cart  20 ″ to maintain adequate contact between the service cart  20 ″ and the transfer drive system  62 . This applied pressure aids in maintaining traction between the service cart  20 ″ and object engagement elements  92  of the transfer drive system  62 . The idler wheels  86  may be formed of various materials, such as polyurethane, rubber, and other suitable materials known in the art. One skilled in the art would envision various configurations of the idler wheels. 
         [0044]    The transport unit  32  further includes a roller tray  94 . The roller tray  94  resides and is attached to the bottom  96  of the cage  80 . The roller tray  94  has a U-shaped bracket  98  with vertical members  100 . Rollers  102  are coupled to and arranged in series along an upper portion  104  of the tray  94 . The rollers  102  support the service cart  20 ″ within the cage  80 , such that the wheels or casters  106  of the service cart  20 ″ are suspended. In suspending the casters  106 , the service cart  20 ″ may be translated without binding of the casters  106  and/or movement impediment from the service cart braking system  108 . The roller tray  94  also aids in guiding the service cart  20 ″ in and out of the cage  80 . 
         [0045]    The transport unit  32  includes one or more restraint members  110  for securing the service cart  20 ″ to the cage  80  and preventing the service cart  20 ″ from tipping over or otherwise falling from the cage  80 . The restraint members  110  may include quarter turn locks, as shown, or other restraint members known in the art. The restraint members  110  and the sides  88  hold the service cart  20 ″ in position and prevent movement thereof. This feature is advantageous because it can substantially improve the safety of storing, retrieving, or otherwise transporting service carts, which can weigh up to approximately 250 pounds. 
         [0046]    Referring now to  FIG. 5 , a perspective view illustrating the relationship between the transfer drive system  62  and the service cart  20 ″ is shown. The associated cage  80 , which holds the transfer drive system  62 , is not shown. The service cart  20 ″ is shown as residing on the roller tray  94 . Although the relative position of the transfer drive system  62  and idler wheels  86  relative to the service cart  20 ″ are shown, other arrangements may be utilized. 
         [0047]    Referring now to  FIG. 6 , a perspective view of the transfer drive system  62  is shown. The transfer drive system  62  includes a drive motor  120 , which is coupled to a first or primary drive wheel  122  and a primary energy transfer pulley  124  via a single drive engagement point or drive shaft  125 . The drive motor  120  may be an AC or DC motor and be controlled via one or more of the controllers  60 . The energy transfer pulley  124  is coupled to the secondary energy transfer pulleys  126  via rotating bands  128 . The rotating bands  128  ride on the secondary energy transfer pulleys  126 , which rotate on axels  130 , and in turn rotate the secondary drive wheels  132 . The axels  130  are coupled within a side of the transport unit  32 , such as the side  84 . 
         [0048]    The primary and secondary drive wheels  122  and  132  may be formed of polyurethane or rubber and are engageable with the service cart  20 ″ or other transported object. In one embodiment, the primary and secondary drive wheels  122  and  132  are in the form of a poly-crush wheel, which is deformable and relatively soft such that they generally grab and provide a high level of friction between the wheels  122  and  132  and the service cart  20 ″. This high level of friction aids in the translation of the service cart  20 ″. Also, the material characteristics of the wheels  122  and  132  prevent denting, deforming, or degrading of the service cart  20 ″. The rotating bands  128  may be in the form of belts, chains, or other bands known in the art. Belt pretentioners  140  or the like may be utilized, as shown, to maintain the rotating bands  128  in a taught state, which prevents slipping of the bands  128 . The belt pretensioners  140  may have associated axels  142  and brackets  144 , which are attached to the side  84 . 
         [0049]    The drive wheels  122  and  132  are object engagement elements. Other object engagement elements known in the art may be utilized to engage with and translate an object or a service cart. Since one skilled in the art could envision other configurations of the transfer drive system  62 , the object engagement elements may include wheels, belts, chains, sprockets, latches, traction devices, hooking devices, or other engagement devices. 
         [0050]    Referring now to  FIG. 7 , a perspective view of a stowage unit  34 ′ having a transfer drive system  64 ′ is shown. The stowage unit  34 ′, similar to the transport unit  32 , includes a housing  150  and one or more of the transfer drive system  64 ′. The transfer drive system  64 ′ is used for the insertion and extraction of the service cart  20 ′″ to and from the stowage unit  34 ′. The transfer drive system  64 ′ is coupled, however, to and/or within a top wall  152  of the stowage unit  34 ′ and engages with a top side or top edges  156  of the service cart  20 ′″. 
         [0051]    The transfer drive system  64 ′ includes similar components to that of the transfer drive system  62 . Wheel axels or rotating shafts  158  of the transfer drive system  64 ′ may be incorporated into the top wall  152  or attached via brackets (not shown). The transfer drive system  64 ′ is located on the top wall  152  to conserve space or available stowage unit width for the stowage of service carts. The stowage unit may include roller trays  160  (one of which is shown) that are similar to the roller tray  94 . The roller trays  160  may be used to define slots in the stowage unit  34 ′. 
         [0052]    Referring now to  FIG. 8 , a top view of the transfer drive system  64 ′ and the service cart  20 ′″ are shown. The transfer drive system  64 ′ includes a motor  162  that is coupled to a primary stowage unit shaft  164 , which extends across the topside  166  of the service cart  20 ′″. The primary stowage unit shaft  164  is coupled to and rotates a pair of primary drive wheels  168  and a primary energy transfer pulley  170 . The primary energy transfer pulley  170  is coupled to and rotates secondary stowage unit shafts  172  via rotating bands  174 . The secondary shafts  172  are coupled to and rotate secondary drive wheels  176  and secondary energy transfer pulleys  178 . The stowage unit shafts  164  and  172  are coupled in a series arrangement, although a parallel arrangement or other arrangement may be utilized. Pretensioners  180  may be used, as shown to apply pressure on and to maintain the rotating bands  174  in a taught state. The pretensioners  180  reside on the axels  182 , which are coupled to the top wall  152  via the brackets  184 . The wheels  168  and  176  are also object engagement devices and may also be replaced with other object engagement devices, as appropriate for a given configuration. 
         [0053]    Although not shown, the transport unit  32  and the stowage units  34  and  34 ′ may include contact and position detection sensors (not shown) for the monitoring of service carts therein. The sensors may be coupled to controllers, such as the controllers  60 , and used to control the alignment, position, and translation of the service carts. The sensors may also be used to aid in the alignment of the service carts relative to the transport unit  32  and the stowage units  34  and  34 ′. The controllers in response to information received from the sensors may allow or prevent translation of the service carts. 
         [0054]    Although the disclosure is primarily herein described with respect to the moving of an object between a main deck galley area and an overhead stowage area, the disclosure may be utilized to move objects between various other areas and decks of an aircraft. 
         [0055]    Referring now to  FIG. 9 , a logic flow diagram illustrating a method of transporting and stowing an object within an aircraft is shown. Although the below steps are primarily described with respect to the embodiments of  FIGS. 4A-8 , the steps may be easily modified to apply to other embodiments. Also, the below steps may be performed in a reverse order when removing an object from a stowage unit. 
         [0056]    In step  200 , an object, such as a service cart, is inserted into a transport unit, such as the transport unit  32 . In step  200 A, the object is aligned with an interior or interior components of the transport unit  32 . For example, a service cart may be aligned with the roller tray  94  and between the idler wheels  86  and the drive wheels  122  and  132  of the transfer drive system  62 . In step  200 B, a portion of the object is inserted into the transport unit. The service cart may be inserted within a cage of the transport unit such that the service cart engages with the transfer drive system contained therein. In step  200 C, the object engages with a first transfer drive system that is attached to the transport unit. 
         [0057]    In step  200 D, the first transfer drive system is activated. A controller, such as one of the controllers  60 , activates a first motor of the transfer drive system, which enables rotation of the drive wheels for translation of the object. 
         [0058]    In step  200 E, the object is drawn into the transport unit via the components of the transfer drive system. Upon insertion of the object fully within the transport unit step  202  is performed. 
         [0059]    In step  202 , the object is locked into place. Retention devices, such as the retention devices  110 , are rotated, latched, hooked, or actuated such that the object is held in place within the transport unit. In step  204 , the transport unit is conveyed over to a stowage unit, such as the stowage unit  34 . The transport unit may be lifted via a vertical lift device and translated over to an interior designated portion of or an assigned slot of the stowage unit. 
         [0060]    In step  206 , the object is inserted into the stowage unit. In step  206 A, the object is aligned with the assigned slot. In step  206 B, the object is released from the transport unit. One or more of the retention devices are actuated to allow for removal of the object from the transport unit. In step  206 C, a portion of the object is inserted into the stowage unit. This insertion may be performed manually or through use of the transfer drive system located on the transport unit. The transport unit is extracted partially from the transport unit and inserted into the stowage unit. In step  206 D, the object engages with a second transfer drive system mounted within the stowage unit, such as the transfer drive system  64 ′. The first drive system is activated and is used to extract the object from the transport unit and into the slot. Upon engagement with the second transfer drive system the first transfer drive system is deactivated. Note that the transfer drive systems of the transport unit and of the stowage unit may be activated in response to information received from contact or position sensors, which indicate position of the object. In step  206 E, the second transfer drive system is activated. In step  206 F, the second transfer drive system draws the object into the stowage unit via components and devices associated therewith. 
         [0061]    The above-described steps are meant to be illustrative examples; the steps may be performed sequentially, synchronously, simultaneously, or in a different order depending upon the application. Also, although the above steps describe the use of both the transfer drive system on a transport unit and a transfer drive system on a stowage unit, the transfer drive systems may be utilized separately, alone, or in combination. 
         [0062]    The disclosure provides a transport and stowage system that allows for efficient and easy stowage and removal therefrom of service carts and other aircraft related objects. In so doing, the system efficiently utilizes space within a main deck of an aircraft, which provides increased available space for various main deck design layouts that may have otherwise not been feasible and/or considered. 
         [0063]    While the disclosure has been described in connection with one or more embodiments, it is to be understood that the specific mechanisms and techniques which have been described are merely illustrative, numerous modifications may be made to the methods and apparatus described without departing from the spirit and scope of the appended claims.