Patent Description:
Cargo handling systems for aircraft typically include various tracks and rollers disposed on a cargo deck that spans the length of a cargo compartment. Cargo may be loaded from an entrance of the aircraft and transported by the cargo system to forward or aft locations, depending upon the configuration of the aircraft. Cargo handling systems, such as, for example, those used on aircraft for transport of heavy containerized cargo or pallets, also referred to herein as unit load devices (ULDs), typically include roller trays containing transport rollers that support and transport the containerized cargo or pallets. Motor driven rollers are typically employed in these systems. In certain aircraft, a plurality of motor driven power drive units (PDUs) is used to propel the containers or pallets within the cargo compartment. Once the containers or pallets reach a desired destination within a cargo compartment, restraint devices, such as, for example, latches may be deployed to restrain the containers or pallets from vertical or lateral movement during flight. This configuration facilitates transportation of the containers or pallets within the cargo compartment by one or more operators controlling operation of the PDUs. A wall-mounted cargo maintenance display unit (CMDU) may be configured to receive commands and display information relating to the operation or operational status of the various components comprising the cargo handling system, including, for example, the PDUs, a master control panel (MCP) and a plurality of local control panels (LCPs) distributed throughout the cargo handling system. <CIT> relates to centralized management of maintenance and materials for commercial aircraft fleets. Turnkey maintenance of a customer's aircraft fleet is managed by a single management service provider (MSP) controlling integrated maintenance and materials services from a central operations site. The MSP converts data received directly from on-board aircraft systems into information it uses to manage maintenance service providers and parts suppliers. The MSP contracts with and manages maintenance, repair and overhaul organizations (MROs) who perform the maintenance on the customers' aircraft at line and base stations. The MSP either remotely manages part inventories at the customer's site, or manages suppliers who deliver the parts to the MROs. Maintenance planning, scheduling and execution information is exchanged between the MSP, MROs, part suppliers and the customers through a shared data communication network controlled by the MSP. The MSP charges the customer for the maintenance services based on a flat rate per unit of aircraft flying time.

A wireless mobile maintenance display unit is provided in claim <NUM>. In various embodiments, the unit includes a first reader configured to read an identification data unique to an operator; a second reader configured to read an operational status data of a line replaceable unit; a recording module configured to record an audio data or a video data concerning the line replaceable unit, the wireless mobile maintenance display unit being configured to communicate the audio data or the video data to a vendor or a support provider; a communication module configured for operable communication with a system controller or an auxiliary control system to communicate with the vendor or the support provider; and an operator alert configured to alert the operator of an anomaly within or associated with the line replaceable unit.

In various embodiments, the first reader includes at least one of a first radio frequency identification device or a near-field communication device configured to read the identification data unique to the operator. In various embodiments, the second reader includes a second radio frequency identification device configured to read the operational status data of the line replaceable unit. In various embodiments, the operator alert includes at least one of a rumble feedback mechanism, a visual indicator or a sound indicator. A camera is configured to capture a photograph of the line replaceable unit and the wireless mobile maintenance display unit is configured to forward the photograph to the vendor or the support provider.

While these various embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, it should be understood that other embodiments may be realized and that changes may be made without departing from the scope of the disclosure, insofar as they fall within the scope of the claims.

With reference to <FIG>, a schematic view of an aircraft <NUM> having a cargo deck <NUM> located within a cargo compartment <NUM> is illustrated, in accordance with various embodiments. The aircraft <NUM> may comprise a cargo load door <NUM> located, for example, at one side of a fuselage structure of the aircraft <NUM>. A unit load device (ULD) <NUM>, in the form of a container or pallet, for example, may be loaded through the cargo load door <NUM> and onto the cargo deck <NUM> of the aircraft <NUM> or, conversely, unloaded from the cargo deck <NUM> of the aircraft <NUM>. In general, the ULDs are available in various sizes and capacities and are typically standardized in dimension and shape. Once loaded with items destined for shipment, the ULD <NUM> is transferred to the aircraft <NUM> and then loaded onto the aircraft <NUM> through the cargo load door <NUM> using a conveyor ramp, scissor lift or the like. Once inside the aircraft <NUM>, the ULD <NUM> is moved within the cargo compartment <NUM> to a final stowed position. Multiple ULDs may be brought onboard the aircraft <NUM>, with each ULD <NUM> being placed in a respective stowed position on the cargo deck <NUM>. After the aircraft <NUM> has reached its destination, each ULD <NUM> is unloaded from the aircraft <NUM> in similar fashion, but in reverse sequence to the loading procedure. To facilitate movement of the ULD <NUM> along the cargo deck <NUM>, the aircraft <NUM> may include a cargo handling system as described herein in accordance with various embodiments.

Referring now to <FIG>, a portion of a cargo handling system <NUM> is illustrated, in accordance with various embodiments. The cargo handling system <NUM> is illustrated with reference to an XYZ coordinate system, with the X-direction extending longitudinally and the Z-direction extending vertically with respect to an aircraft in which the cargo handling system <NUM> is positioned, such as, for example, the aircraft <NUM> described above with reference to <FIG>. In various embodiments, the cargo handling system <NUM> may define a conveyance surface <NUM> having a plurality of trays <NUM> supported by a cargo deck <NUM>, such as, for example, the cargo deck <NUM> described above with reference to <FIG>. The plurality of trays <NUM> may be configured to support a unit load device (ULD) <NUM> (or a plurality of ULDs), such as, for example, the unit load device (ULD) <NUM> described above with reference to <FIG>. The ULD <NUM> may comprise a container or a pallet configured to hold cargo as described above. In various embodiments, the plurality of trays <NUM> is disposed throughout the cargo deck <NUM> and may support a plurality of conveyance rollers <NUM>, where one or more or all of the plurality of conveyance rollers <NUM> is a passive roller.

In various embodiments, the plurality of trays <NUM> may further support a plurality of power drive units (PDUs) <NUM> (or a power drive unit), each of which may include one or more drive rollers <NUM> (or a drive roller) that may be actively powered by a motor. In various embodiments, one or more of the plurality of trays <NUM> is positioned longitudinally along the cargo deck <NUM> - e.g., along the X-direction extending from a forward end to an aft end of the aircraft. In various embodiments, the plurality of conveyance rollers <NUM> and the one or more drive rollers <NUM> may be configured to facilitate transport of the ULD <NUM> in the forward and the aft directions along the conveyance surface <NUM>. During loading and unloading, the ULD <NUM> may variously contact the one or more drive rollers <NUM> to provide a motive force for transporting the ULD <NUM> along the conveyance surface <NUM>. Each of the plurality of PDUs <NUM> may include an actuator, such as, for example, an electrically operated motor, configured to drive the one or more drive rollers <NUM> corresponding with each of the plurality of PDUs <NUM>. In various embodiments, the one or more drive rollers <NUM> may be raised from a lowered position beneath the conveyance surface <NUM> to an elevated position above the conveyance surface <NUM> by the corresponding PDU.

As used with respect to the cargo handling system <NUM>, the term "beneath" may refer to the negative Z-direction, and the term "above" may refer to the positive Z-direction with respect to the conveyance surface <NUM>. In the elevated position, the one or more drive rollers <NUM> variously contact and drive the ULD <NUM> that otherwise rides on the plurality of conveyance rollers <NUM>. Other types of PDUs, which can also be used in various embodiments of the present disclosure, may include a drive roller that is held or biased in a position above the conveyance surface by a spring. PDUs as disclosed herein may be any type of powered rollers that may be selectively energized to propel or drive the ULD <NUM> in a desired direction over the cargo deck <NUM> of the aircraft. In addition, in various embodiments, the disclosure contemplates the use of steerable PDUs, such as, for example, a freighter common turntables (FCT), which enable translation of the ULD <NUM> in directions other than fore and aft. The plurality of trays <NUM> may further support a plurality of restraint devices <NUM>. In various embodiments, each of the plurality of restraint devices <NUM> may be configured to rotate downward as the ULD <NUM> passes over and along the conveyance surface <NUM>. Once the ULD <NUM> arrives at a final or intended destination on the conveyance surface <NUM> for flight, corresponding ones of the plurality of restraint devices <NUM> are returned to upright positions, either by a motor driven actuator or a bias member, and locked against the ULD <NUM>, thereby restraining or preventing the ULD <NUM> from translating in vertical or lateral directions.

In various embodiments, the cargo handling system <NUM> may include a system controller <NUM> in communication with each of the plurality of PDUs <NUM> via a plurality of channels <NUM>. Each of the plurality of channels <NUM> may be a data bus, such as, for example, a controller area network (CAN) bus. An operator may selectively control operation of the plurality of PDUs <NUM> using the system controller <NUM>. In various embodiments, the system controller <NUM> may be configured to selectively activate or deactivate the plurality of PDUs <NUM>. Thus, the cargo handling system <NUM> may receive operator input through the system controller <NUM> to control the plurality of PDUs <NUM> in order to manipulate movement of the ULD <NUM> over the conveyance surface <NUM> and into a desired position on the cargo deck <NUM> or the conveyance surface <NUM>. In various embodiments, the system controller <NUM> may include a general purpose processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or some other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. The cargo handling system <NUM> may also include a power source <NUM> configured to supply power to the plurality of PDUs <NUM> or to the plurality of restraint devices <NUM> via one or more power busses <NUM>.

Referring now to <FIG>, a PDU <NUM>, such as for example, one of the plurality of PDUs <NUM> described above with reference to <FIG>, is illustrated disposed in a tray <NUM>, in accordance with various embodiments. The PDU <NUM> may comprise a unit controller <NUM>, a unit motor <NUM> and a drive roller <NUM> mounted within an interior section <NUM> of the tray <NUM>. The drive roller <NUM> may comprise a cylindrical wheel coupled to a drive shaft and configured to rotate about an axis A-A'. The drive roller <NUM> may be in mechanical communication with the unit motor <NUM>, which may be, for example, an electromagnetic, electromechanical or electrohydraulic actuator or other servomechanism. The PDU <NUM> may further include gear assemblies and other related components for turning or raising the drive roller <NUM> so that the drive roller <NUM> may extend, at least partially, above a conveyance surface <NUM> which, in various embodiments, may be defined as the uppermost surface <NUM> of the tray <NUM>. At least partial extension of the drive roller <NUM> above the conveyance surface <NUM> facilitates contact between the drive roller <NUM> and a lower surface of a ULD, such as, for example, the ULD <NUM> described above with reference to <FIG>. In various embodiments, the unit controller <NUM> is configured to control operation of the drive roller <NUM>. The unit controller <NUM> may include a processor and a tangible, non-transitory memory. The processor may comprise one or more logic modules that implement logic to control rotation and elevation of the drive roller <NUM>. In various embodiments, the PDU <NUM> may comprise other electrical devices to implement drive logic. In various embodiments, a connector <NUM> is used to couple the electronics of the PDU <NUM> to a power source and a system controller, such as, for example, the system controller <NUM> described above with reference to <FIG>. The connector <NUM> may have pins or slots and may be configured to couple to a wiring harness having pin programing. The unit controller <NUM> may be configured to receive commands from the system controller through the connector <NUM> in order to control operation of the unit motor <NUM>.

In addition, a restraint device <NUM>, such as, for example, one of the plurality of restraint devices <NUM> described above with reference to <FIG>, is illustrated as disposed within the tray <NUM> and configured to operate between a stowed position, whereby the ULD may pass over the restraint device, and a deployed position (as illustrated), whereby the ULD is restrained or prevented from translation in a longitudinal direction (e.g., along a longitudinal axis B-B') without the restraint device <NUM> first being returned to the stowed position. The restraint device <NUM> includes a restraint controller <NUM> and a restraint motor <NUM>. In various embodiments, the restraint device <NUM> may be in mechanical communication with the restraint motor <NUM>, which may be, for example, an electromagnetic, electromechanical or electrohydraulic actuator or other servomechanism. In various embodiments, the restraint controller <NUM> is configured to control operation of the restraint device <NUM>. The restraint controller <NUM> may include a processor and a tangible, non-transitory memory. The processor may comprise one or more logic modules that implement logic to control operation of the restraint device <NUM> between the stowed and the deployed positions.

In various embodiments, the PDU <NUM> may also include a radio frequency identification device (RFID) tag or RFID tag <NUM>, or similar device, configured to store, transmit or receive information or data - e.g., data related to an operational status of the PDU <NUM> or data identifying the unit and the location of the unit within a cargo handling system. Additionally, a ULD sensor <NUM> may be disposed within the tray <NUM> and configured to detect the presence of a ULD as the ULD is positioned over or proximate to the PDU <NUM> or the restraint device <NUM>. In various embodiments, the ULD sensor <NUM> may include any type of sensor capable of detecting the presence of a ULD. For example, in various embodiments, the ULD sensor <NUM> may comprise a proximity sensor, a capacitive sensor, a capacitive displacement sensor, a Doppler effect sensor, an eddy-current sensor, a laser rangefinder sensor, a magnetic sensor, an active or passive optical sensor, an active or passive thermal sensor, a photocell sensor, a radar sensor, a sonar sensor, a lidar sensor, an ultrasonic sensor or the like.

Referring now to <FIG>, a schematic view of a cargo handling system <NUM> positioned on a cargo deck <NUM> of an aircraft is illustrated, in accordance with various embodiments. The cargo deck <NUM> may comprise a plurality of PDUs <NUM>, generally arranged in a matrix configuration about the cargo deck <NUM>. Associated with each of the plurality of PDUs <NUM> may be one or more drive rollers <NUM> and a restraint device <NUM>. In various embodiments, the plurality of PDUs <NUM>, and the one or more drive rollers <NUM> and the restraint device <NUM> associated with each PDU <NUM>, share similar characteristics and modes of operation as the PDU <NUM>, drive roller <NUM> and restraint device <NUM> described above with reference to <FIG>. Each of the one or more drive rollers <NUM> is generally configured to selectively protrude from a conveyance surface <NUM> of the cargo deck <NUM> in order to engage with a surface of a ULD <NUM> while being guided onto and over the conveyance surface <NUM> during loading and unloading operations. A plurality of conveyance rollers <NUM> may be arranged among the plurality of PDUs <NUM> in a matrix configuration as well. The plurality of conveyance rollers <NUM> may comprise passive elements, and may include roller ball units <NUM> that serve as stabilizing and guiding apparatus for the ULD <NUM> while being conveyed over the conveyance surface <NUM> by the plurality of PDUs <NUM>.

In various embodiments, the cargo handling system <NUM> or, more particularly, the conveyance surface <NUM>, is divided into a plurality of sections. As illustrated, for example, the conveyance surface <NUM> may include a port-side track and a starboard-side track along which a plurality of ULDs may be stowed in parallel columns during flight. Further, the conveyance surface <NUM> may be divided into an aft section and a forward section. Thus, the port-side and starboard-side tracks, in various embodiments and as illustrated, may be divided into four or more sections - e.g., a forward port-side section <NUM>, a forward starboard-side section <NUM>, an aft port-side section <NUM> and an aft starboard-side section <NUM>. The conveyance surface <NUM> may also have a lateral section <NUM>, which may be used to transport the ULD <NUM> onto and off of the conveyance surface <NUM> as well as transfer the ULD <NUM> between the port-side and starboard-side tracks and between the aft section and the forward section. The configurations described above and illustrated in <FIG> are exemplary only and may be varied depending on the context, including the numbers of the various components used to convey the ULD <NUM> over the conveyance surface <NUM>. In various embodiments, for example, configurations having three or more track configurations, rather than the two-track configuration illustrated in <FIG>, may be employed.

Each of the aforementioned sections - i.e., the forward port-side section <NUM>, the forward starboard-side section <NUM>, the aft port-side section <NUM> and the aft starboard-side section <NUM> - may include one or more of the plurality of PDUs <NUM>. Each one of the plurality of PDUs <NUM> has a physical location on the conveyance surface <NUM> that corresponds to a logical address within the cargo handling system <NUM>. For purposes of illustration, the forward port-side section <NUM> is shown having a first PDU <NUM>-<NUM>, a second PDU <NUM>-<NUM>, a third PDU <NUM>-<NUM>, a fourth PDU <NUM>-<NUM>, a fifth PDU <NUM>-<NUM> and an N-th PDU <NUM>-N. The aforementioned individual PDUs are located, respectively, at a first location <NUM>-<NUM>, a second location <NUM>-<NUM>, a third location <NUM>-<NUM>, a fourth location <NUM>-<NUM>, a fifth location <NUM>-<NUM> and an N-th location <NUM>-N. In various embodiments, the location of each of the aforementioned individual PDUs on the conveyance surface <NUM> may have a unique location (or address) identifier, which, in various embodiments, may be stored in an RFID tag, such as, for example, the RFID tag <NUM> described above with reference to <FIG>.

In various embodiments, an operator may control operation of the plurality of PDUs <NUM> using one or more control interfaces of a system controller <NUM>, such as, for example, the system controller <NUM> described above with reference to <FIG>. For example, an operator may selectively control the operation of the plurality of PDUs <NUM> through an interface, such as, for example, a master control panel (MCP) <NUM>. In various embodiments, the cargo handling system <NUM> may also include one or more local control panels (LCP) <NUM>. In various embodiments, the master control panel <NUM> may communicate with the local control panels <NUM>. The master control panel <NUM> or the local control panels <NUM> may also be configured to communicate with or send or receive control signals or command signals to or from each of the plurality of PDUs <NUM> or to a subset of the plurality of PDUs <NUM>, such as, for example, the aforementioned individual PDUs described above with reference to the forward port-side section <NUM>. For example, a first local control panel LCP-<NUM> may be located in and configured to communicate with the PDUs residing in the forward port-side section <NUM>, a second local control panel LCP-<NUM> may be located in and configured to communicate with the PDUs residing in the forward starboard-side section <NUM>, and one or more additional local control panels LCP-i may be located in and configured to communicate with the PDUs residing in one or more of the aft port-side section <NUM>, the aft starboard-side section <NUM> and the lateral section <NUM>. Thus, the master control panel <NUM> and the local control panels <NUM> may be configured to allow an operator to selectively engage or activate one or more of the plurality of PDUs <NUM> to propel the ULD <NUM> along the conveyance surface <NUM>.

In various embodiments, each of the plurality of PDUs <NUM> may be configured to receive a command from the master control panel <NUM> or one or more of the local control panels <NUM>. In various embodiments, the commands may be sent or information exchanged over a channel <NUM>, which may provide a communication link between the system controller <NUM> and each of the plurality of PDUs <NUM>. In various embodiments, a command signal sent from the system controller <NUM> may include one or more logical addresses, each of which may correspond to a physical address of one of the plurality of PDUs <NUM>. Each of the plurality of PDUs <NUM> that receives the command signal may determine if the command signal is intended for that particular PDU by comparing its own address to the address included in the command signal. In various embodiments, the cargo handling system <NUM> may include a sensing system <NUM> that may comprise a plurality of sensors <NUM> and a plurality of cameras <NUM> configured to monitor activity, such as, for example, the presence of ULDs or operators within the various sections, throughout the cargo handling system <NUM>.

With reference to <FIG>, a schematic view of a portion of the cargo handling system <NUM> and the cargo deck <NUM> is shown in accordance with various embodiments. By way of non-limiting example, the system controller <NUM> is configured to send a command signal through the channel <NUM> to at least the first PDU <NUM>-<NUM> and the second PDU <NUM>-<NUM> of the forward port-side section <NUM>. The command signal may, for example, comprise an instruction to activate or deactivate a first motor <NUM>-<NUM> associated with the first PDU <NUM>-<NUM> or a second motor <NUM>-<NUM> associated with the second PDU <NUM>-<NUM>. The command signal may also comprise a first address that corresponds to the first location <NUM>-<NUM> or a second address that corresponds to the second location <NUM>-<NUM>. A first unit controller <NUM>-<NUM> of the first PDU <NUM>-<NUM> may receive the command signal through a first connector <NUM>-<NUM> and a second unit controller <NUM>-<NUM> of the second PDU <NUM>-<NUM> may receive the command signal through a second connector <NUM>-<NUM>. Following receipt of the signal, the first unit controller <NUM>-<NUM> and the second unit controller <NUM>-<NUM> may determine whether the command is intended to affect operation of the first PDU <NUM>-<NUM> or the second PDU <NUM>-<NUM>, respectively, by comparing a location address contained within the signal to a known address associated with the respective PDUs. In various embodiments, the first address associated with the first PDU <NUM>-<NUM> may be stored in a first RFID tag <NUM>-<NUM> and the second address associated with the second PDU <NUM>-<NUM> may be stored in a second RFID tag <NUM>-<NUM>. Additionally, a ULD sensor, such as, for example, the ULD sensor <NUM> described above with reference to <FIG> may be disposed proximate each PDU and configured to detect the presence of a ULD as the ULD is positioned over or proximate to the PDU. Accordingly, a first ULD sensor <NUM>-<NUM> may be disposed proximate or within the first PDU <NUM>-<NUM> and a second ULD sensor <NUM>-<NUM> may be disposed proximate or within the second PDU <NUM>-<NUM>. In various embodiments, a first sensor <NUM>-<NUM> and a first camera <NUM>-<NUM> may be disposed proximate or within the first PDU <NUM>-<NUM> and a second sensor <NUM>-<NUM> and a second camera <NUM>-<NUM> may be disposed proximate or within the second PDU <NUM>-<NUM> for monitoring activity within the forward port-side section <NUM>.

Still referring to <FIG> and <FIG>, the cargo handling system <NUM> may include a mobile maintenance functionality configured to selectively display information relating to the operation or operational status of a line replaceable unit (LRU) comprising the cargo handling system <NUM> - e.g., a power drive unit, a local control panel or a master control panel. In various embodiments, for example, the cargo handling system <NUM> may include a wireless mobile maintenance display unit (WMMDU) <NUM> wirelessly connected to the system controller <NUM> or to an auxiliary control system <NUM> dedicated to the mobile maintenance functionality. In various embodiments, the WMMDU <NUM> may be configured to monitor the operation or operational status of one or more of the plurality of PDUs <NUM>, which may, for example, include the fixed PDUs described above (e.g., the PDU <NUM> described above with reference to <FIG>) or the FCTs referred to above. In various embodiments, the WMMDU <NUM> may also be configured to control or to monitor the operation or operational status of the one or more local control panels <NUM> distributed throughout various sections of the cargo handling system <NUM>, such as, for example, the forward port-side section <NUM>, the forward starboard-side section <NUM>, the aft port-side section <NUM> and the aft starboard-side section <NUM>. In various embodiments, an aircraft having a cargo handling system, such as, for example, the cargo handling system <NUM> described above, may comprise hundreds of actuators used to actuate the various components associated with each of the plurality of PDUs <NUM> (e.g., the drive roller <NUM> and the restraint device <NUM> described above with reference to <FIG>). Likewise, the cargo handling system <NUM> may comprise several LCPs distributed throughout each of the various sections (e.g., the forward port-side section <NUM>). As described below, the WMMDU <NUM> provides a tool for an operator or member of a maintenance crew, with the benefit of local access and direct visibility, to inspect the operability or operational status of each LRU comprising the cargo handling system <NUM>, such as, for example, one or more of the plurality of PDUs <NUM>, the one or more local control panels <NUM> or the master control panel <NUM>. In various embodiments, the WMMDU <NUM> may comprise any device capable of providing a human-machine interface between the operator or maintenance crew member and the cargo handling system <NUM> or the various components of the cargo handling system <NUM>. In various embodiments, for example, the WMMDU <NUM> may comprise a smart-phone or a tablet or a device having similar features of a smart-phone or a tablet.

Referring now to <FIG>, a wireless mobile maintenance display unit (WMMDU) <NUM>, similar to the wireless mobile maintenance display unit (WMMDU) <NUM> described above with reference to <FIG> and <FIG>, is illustrated. In conjunction with <FIG>, an operator <NUM> manipulating the WMMDU <NUM> is illustrated in <FIG>, while an RFID tag <NUM>, associated with a particular line replaceable unit (LRU), such as, for example, a PDU <NUM>, is illustrated in <FIG>. As described elsewhere herein, the particular line replaceable unit may also include the master control panel <NUM> or one of the local control panels <NUM> described above with reference to <FIG>. The RFID tag <NUM> may be similar to one of the first RFID tag <NUM>-<NUM> associated with the first PDU <NUM>-<NUM> and the second RFID tag <NUM>-<NUM> associated with the second PDU <NUM>-<NUM> described above with reference to <FIG> and <FIG> or the RFID tag <NUM> associated with the PDU <NUM> described above with reference to <FIG>. An RFID tag, or similar information containing device, may also be associated with each local control panel configured to control operation of the PDU <NUM>.

In various embodiments, the WMMDU <NUM> includes a touch sensitive display screen <NUM> (e.g., a graphical user interface). The touch sensitive display screen <NUM> may, in various embodiments, be sensitive to a stylus pen, an operator's fingers or some other manner configured to operate or manipulate applications accessible by the WMMDU <NUM>. The WMMDU <NUM> may further include a first reader <NUM> configured to read and recognize data identifying the operator <NUM> of the WMMDU <NUM> and a second reader <NUM> configured to read and recognize data associated with the particular LRU undergoing inspection. The WMMDU <NUM> is described as including the first reader <NUM> and the second reader <NUM> for convenience, though, in various embodiments, the first reader <NUM> and the second reader <NUM> may be combined into a single reader or input module.

In various embodiments, the first reader <NUM> may comprise a first RFID reader 465a (or a first radio frequency identification device) configured to read and recognize data contained within a first data device <NUM> (see <FIG>), such as, for example, a first RFID tag <NUM> attached to a badge <NUM> or, similarly, a card or some other device holding identification data unique to the operator <NUM> of the WMMDU <NUM>. In various embodiments, the first reader <NUM> may comprise, or be supplemented with, a near-field communication device 465b configured to read and recognize the identification data unique to the operator <NUM>. In operation, the operator <NUM> positions the WMMDU <NUM> within a required proximity of the first data device <NUM>, such that the first reader <NUM> may read the identification data unique to the operator <NUM>. In various embodiments, the operator <NUM> may then logon to the WMMDU <NUM> or to a system controller or an auxiliary control system, such as, for example, the system controller <NUM> or the auxiliary control system <NUM>, described above with reference to <FIG> and <FIG>. This enables the operator <NUM> to establish a human-machine interface, via the WMMDU <NUM>, with the cargo handling system, including each of the LRUs that comprise the system.

The second reader <NUM> may, in various embodiments, comprise a second RFID reader 467a (or a second radio frequency identification device) configured to read and recognize data contained within a second data device <NUM> (see <FIG>), such as, for example, the RFID tag <NUM> (or first radio frequency identification tag), associated with the PDU <NUM> (or first line replaceable unit) or with a second line replaceable unit, such as, for example, one or more of the local control panels <NUM> or the master control panel <NUM> described above with reference to <FIG> and <FIG>. The second reader <NUM> may also include, or be supplemented with, a quick response (QR) reader 467b configured to read information contained within, for example, a QR code <NUM> that is unique to either the first line replaceable unit or the second line replaceable unit. In various embodiments, a bar code reader (either linear or matrix, for example) may also be included and configured to read information contained within a bar code. In operation, the operator <NUM> positions the WMMDU <NUM> within a required proximity of the second data device <NUM>, such that the second reader <NUM> may read data concerning the operation or operational status of the first line replaceable unit (e.g., a first operational status data concerning the first line replaceable unit) or the second line replaceable unit (e.g., a second operational status data concerning the second line replaceable unit).

The WMMDU <NUM> also includes an operator alert <NUM> configured to alert the operator of the WMMDU <NUM> of an anomaly or a failure within or associated with a particular LRU (e.g., an anomalous unit or a failed unit), such as, for example, the PDU <NUM> or one or more of the local control panels <NUM> or the master control panel <NUM> described above with reference to <FIG> and <FIG>. In various embodiments, for example, the operator alert <NUM> may comprise a rumble feedback mechanism <NUM>, a visual indicator <NUM>, such as a flashing light, or a sound indicator <NUM>, such as an audible alarm. The operator alert <NUM> may be configured to respond to data or information received, for example, from the RFID tag <NUM> associated with the PDU <NUM> or from another LRU, such as, for example, one or more of the plurality of PDUs <NUM>, one or more of the local control panels <NUM> or the master control panel <NUM> described above with reference to <FIG> and <FIG>.

The WMMDU <NUM> may also include a camera <NUM>. In various embodiments, the camera <NUM> may be used to photograph the LRU experiencing the anomaly, after which the WMMDU <NUM> may be used to forward the photograph to, for example, a vendor or support provider that provides customer support or product support. In various embodiments, the photograph may also be saved on a database, such as, for example, a file server in communication with an auxiliary control system, such as, for example, the auxiliary control system <NUM>, described above with reference to <FIG> and <FIG>. The WMMDU <NUM> may also include a storage module <NUM> configured to store content, such as, for example, notes taken during examination of the LRU experiencing the anomaly or otherwise being inspected. The WMMDU includes also a recording module <NUM> for recording audio data or video data, such as, for example, voice memos, videos or written memoranda prepared by an operator. The recording module <NUM> may be used, in addition, to integrate repair orders, customer support assistance memoranda or to prepare and store related paperwork concerning maintenance. In various embodiments, the WMMDU also comprises a communication module <NUM> configured to communicate with one or more of a system controller or an auxiliary control system, such as, for example, the system controller <NUM> or the auxiliary control system <NUM> described above with reference to <FIG> and <FIG>.

Referring now to <FIG>, a cargo maintenance system <NUM> is illustrated, in accordance with various embodiments. The cargo maintenance system <NUM> includes a wireless mobile maintenance display unit (WMMDU) <NUM>, similar to the WMMDU <NUM> described above with reference to <FIG>. In various embodiments, the WMMDU <NUM> is configured to read and recognize identification data contained within a first data device <NUM>, the identification data being unique to an operator of the WMMDU <NUM>, such as, for example, the operator <NUM> described above with reference to <FIG>. Similarly, in various embodiments, the WMMDU <NUM> is configured to read and recognize identification and operational status data contained within a second data device <NUM>, the identification and operational status data being associated with a particular LRU under inspection, such as, for example, the PDU <NUM> described above with reference to <FIG> or a one of the one or more local control panels <NUM> or the master control panel <NUM> described above with reference to <FIG> and <FIG>.

Still referring to <FIG>, in various embodiments, the cargo maintenance system <NUM> may further include a system controller <NUM> or an auxiliary control system <NUM>, such as, for example, the system controller <NUM> or the auxiliary control system <NUM>, described above with reference to <FIG> and <FIG>. In various embodiments, one or more of the system controller <NUM> and the auxiliary control system <NUM> may be in operable communication with a training material file system <NUM> (e.g., a server or storage location containing training materials). The training material file system <NUM> may include or provide access to various training or inspection materials, such as, for example, a fault isolation manual or video or a troubleshooting manual or video that are specific to a particular LRU undergoing inspection. In various embodiments, one or more of the system controller <NUM> and the auxiliary control system <NUM> may be in operable communication with a plane take-off checklist system <NUM> (e.g., a server or storage location containing a plane take-off checklist). The plane take-off checklist system <NUM> may include or provide access to flight specific materials, such as, for example, a cargo load plan indicating the locations and weights for the various ULDs stored or to be stored throughout the cargo system.

Continuing with reference to <FIG>, in various embodiments, one or more of the system controller <NUM> and the auxiliary control system <NUM> may also be in operable communication with a parts catalog <NUM> (e.g., a first server or storage location containing a catalog of parts or a parts catalog). The parts catalog <NUM> may be stored locally (e.g., on the system controller <NUM> or the auxiliary control system <NUM>) or may be provided through access to a third-party website or a vendor or support provider of replacement parts via an Internet link. The parts catalog <NUM> may provide access to replacement parts that are specific to a particular LRU undergoing inspection. In various embodiments, one or more of the system controller <NUM> and the auxiliary control system <NUM> may also be in operable communication with a virtual training center <NUM> (e.g., a second server or storage location containing operator training materials). The virtual training center <NUM> may provide access to virtual reality or augmented reality tools, as well as simulator-type training materials, enabling an operator to receive assistance with inspection or repair of a particular LRU undergoing inspection.

In various embodiments, the cargo maintenance system <NUM> provides several advantages over current maintenance systems, such as, for example, maintenance systems having wall-mounted cargo maintenance display units. One such advantage is the ability to perform local inspection of a particular LRU that may be positioned a distance of <NUM> or more meters (one-hundred or more feet) from the wall-mounted cargo maintenance display unit. Local inspection of the particular LRU may avoid the need for several operators to inspect the particular LRU - e.g., one operator positioned at the wall-mounted unit to operate the particular LRU and another operator positioned at the LRU to observe the operation. The cargo maintenance system <NUM> enables a single operator, via the WMMDU <NUM>, to both operate the particular LRU and to observe the operation. This feature additionally provides an added advantage of increased safety over the multiple-operator scenario when a first operator is unable to maintain visual contact with a second operator or the particular LRU undergoing inspection. The advantages include immediate identification of the particular LRU undergoing inspection and direct communication with a vendor or support provider or other supplier of parts (collectively referred to as a source of replacement parts) for the particular LRU, leading to increased efficiency and reduced maintenance time. Other advantages include immediate access to manuals, videos or training materials that are provided at the exact location of the particular LRU undergoing inspection, which also leads to increased efficiency and reduced maintenance time.

Referring now to <FIG>, <FIG>, <FIG>, flowcharts are provided illustrating extended functionalities of a cargo maintenance system, such as, for example, the cargo maintenance system <NUM> described above with reference to <FIG>, having a wireless mobile maintenance display unit (WMMDU), such as, for example, the WMMDU <NUM> described above with reference to <FIG> and the WMMDU <NUM> described above with reference to <FIG>. The cargo maintenance system is configured to monitor the operation or operational status of a cargo handling system, such as, for example, the cargo handling system <NUM> described above with reference to <FIG> and <FIG>, and, more particularly, the line replaceable units comprising the cargo handling system.

Referring to <FIG> and <FIG>, a main flowchart <NUM> is illustrated, in accordance with various embodiments. After starting the WMMDU at step <NUM>, the system allows an operator to logon to the system through the WMMDU at a logon step <NUM>. In various embodiments, the operator may logon to the system by using the WMMDU to read an RFID tag disposed within a badge. In various embodiments, the operator may also log on to the system via facial recognition functionalities incorporated into the WMMDU. Such facial recognition functionalities may be configured to recognize, for example, an eye of the operator. In various embodiments, a fingerprint of the operator may similarly be recognized by the WMMDU. Once the recognition of the operator is confirmed by the WMMDU, a password may be entered on a touchscreen of the WMMDU to complete the logon step <NUM>. In various embodiments, the logon step <NUM> may be configured to allow only one operator to logon to the system at a time, thereby preventing a second operator from accessing the system through a second WMMDU. Similarly, the WMMDU may be configured to allow the logon step <NUM> to be completed only when an operator attempting to logon to the system is physically present within the cargo hold of an aircraft or other area where the cargo handling system is located.

Once the operator completes the logon step <NUM>, the WMMDU may access the operational status of all the line replaceable units comprising the system at a system monitoring step <NUM>, which may include running system-wide diagnostics at a system diagnostics step <NUM>. For example, the WMMDU may access the operational status of each of the PDUs or control panels comprising the cargo handling system, such as, for example, the plurality of PDUs <NUM> and the one or more local control panels <NUM> or the master control panel <NUM> distributed throughout the various sections of the cargo handling system <NUM> described above with reference to <FIG> and <FIG>. If a failure of one of the line replaceable units is detected, or if a larger-scale failure, such as, for example, inoperability of the forward port-side section <NUM> in its entirety is detected, then the WMMDU may provide an operator alert at an operator alert step <NUM>. In various embodiments, the operator alert may comprise one or more of a tactile (e.g., rumble) feedback, a visual indicator or a sound indicator, as described above with reference to <FIG>. A failure of one of the line replaceable units or a larger-scale failure may be identified on the graphical user interface of the WMMDU. In the event of a larger-scale failure, appropriate investigation and remedial steps may be taken in order to resolve the larger-scale failure. In the event of a failure of a line replaceable unit(s), or an anomaly associated therewith, the operator may proceed to run diagnostics on the line replaceable unit(s) identified at a diagnostic step <NUM>, as described further below, either starting with the diagnostic step <NUM> or at an identification step <NUM>. In various embodiments, the diagnostic step <NUM> may be carried out using the WMMDU at the location of a line replaceable unit (e.g., by positioning the WMMDU proximate the line replaceable unit and reading the various information directly from the line replaceable unit), or remote from the line replaceable unit (e.g., by identifying the line replaceable unit manually using the various input functionalities of the WMMDU and then performing diagnostics).

If no failure of a line replaceable unit is detected at the system monitoring step <NUM>, the operator may nevertheless desire to carry out diagnostics on various line replaceable units throughout the cargo handling system. The operator may also proceed in this fashion for all line replaceable units indicated as having experienced failure or an anomaly during the system monitoring step <NUM>. In either such event, the operator may position the WMMDU proximate the line replaceable unit requiring diagnostics and thereby identify the line replaceable unit at an identification step <NUM>. As described above, a reader, such as, for example, an RFID reader, within the WMMDU may be employed to read identification data associated with the line replacement unit. As illustrated, in various embodiments, the reader may identify the line replaceable unit as one of, for example, a (power drive unit) PDU, a freighter common turntables (FCT), a local control panel (LCP) or a master control panel (MCP), at the identification step <NUM>. Following identification of the line replaceable unit, the operator may desire to request and receive specific information (or training materials) concerning the line replaceable unit, such as, for example, a fault isolation manual or video or a troubleshooting manual or video. Such request may be made at an information request step <NUM>, which may be carried out prior to the diagnostic step <NUM> or at any other time. In various embodiments, the specific information may be stored on or accessed through a cloud server, may be stored on or accessed through the WMMDU, or may be accessed wirelessly through a local server or storage location. Ultimately, the information may be presented to the operator at an information review step <NUM>. In various embodiments, the information may be reviewed on the touchscreen or graphical user interface or downloaded to a printer.

Following the identification step <NUM> and, if requested, the information review step <NUM>, the diagnostic step <NUM> may be carried out on the line replaceable unit. Referring to <FIG>, for example, the diagnostic step <NUM> may include an FCT diagnostic step <NUM> that, in various embodiments, includes activating and verifying proper operational status of actuators associated with a drive mechanism <NUM> (for rotating a drive roller), a steering mechanism <NUM> (for steering the drive roller), a lift mechanism <NUM> (for raising and lowering the drive roller) and a ULD sensor <NUM> (for sensing the presence of a ULD). Referring to <FIG>, the diagnostic step <NUM> may include a PDU diagnostic step <NUM> that, in various embodiments, includes activating and verifying proper operational status of actuators associated with a drive mechanism <NUM> (for rotating a drive roller), a brake mechanism <NUM> (for braking the drive roller), a restraint mechanism <NUM> (for restraining a ULD) and a ULD sensor <NUM> (for sensing the presence of a ULD). Referring to <FIG>, the diagnostic step <NUM> may include a LCP diagnostic step <NUM> that, in various embodiments, includes activating and verifying proper operational status of a power switch <NUM> and a LED panel display <NUM>. Similarly, referring to <FIG>, the diagnostic step <NUM> may include a MCP diagnostic step <NUM> that, in various embodiments, includes activating and verifying proper operational status of a power switch <NUM> and a LED panel display <NUM>. If any of the diagnostics fail, specifics concerning the failure may be provided through the graphical user interface and, in addition, the operator may be notified through an operator alert step <NUM>, similar to the operator alert step <NUM> described above. Additional LRUs, such as, for example, the various sensors or cameras positioned throughout the cargo handling system, may be diagnosed as appropriate at additional LRU diagnostic steps.

Following the diagnostic step <NUM>, the operator may be queried if replacement parts are desired at a replacement parts step <NUM>. If the operator desires to order parts, then the WMMDU may connect to a vendor or support provider or other supplier of the replacement parts (collectively referred to as a source of replacement parts) through a replacement parts order step <NUM>. In various embodiments, the replacement parts order step <NUM> may comprise linking to a parts list stored within the WMMDU (or a server or storage device in communication with the WMMDU) or connecting to an online catalog through an internal portal or web-based application stored on the WMMDU. In various embodiments, the main flowchart <NUM> includes a photo step <NUM> whereby an operator is provided the ability to take a photograph of the line replaceable unit or a portion thereof. The photograph may be sent via the WMMDU to the vendor or support provider or other supplier of the replacement parts, to customer or product support, or to other maintenance personnel for analysis or failure critique. The photograph may also be saved within the WMMDU or to a shared database within the cargo maintenance system.

The above steps may be repeated through a diagnostic return step <NUM>, which allows the operator to cycle the diagnostic step <NUM> on as many line replaceable units as necessary or desired. Following the diagnostic investigation of the line replaceable units, or in lieu thereof, in various embodiments, the system monitoring step <NUM> may also include monitoring of a latch/lock (e.g., restraint) verification system. In various embodiments, monitoring of the latch/lock verification system allows the operator to monitor the operational status of the restraint system of the cargo handling system as a whole, rather than monitoring separately the individual restraints as line replaceable units. For example, the WMMDU may be configured to cycle through each ULD restraint within the system and verify its operability and ability to properly lock and unlock. In various embodiments, the latch/lock verification system may be incorporated into the system monitoring step <NUM> or may be configured as a latch/lock verification system step <NUM> separate from the system monitoring step <NUM>. If a failure or an anomaly of a restraint is detected, the operator may diagnose the restraint, first by returning to the identification step <NUM> and then proceeding to the diagnostic step <NUM>.

Following the diagnostic investigation of the line replaceable units, or in lieu thereof, in various embodiments, the system monitoring step <NUM> may also include monitoring of a sensing system, such as, for example, the sensing system <NUM> described above with reference to <FIG> and <FIG>. In various embodiments, monitoring of the sensing system allows the operator to monitor the operational status of the sensors and cameras, configured to monitor activity, such as, for example, the presence of ULDs or operators within the various sections of the cargo handling system as a whole, rather than monitoring to components separately as line replaceable units. For example, the WMMDU may be configured to cycle through each sensor and camera within the system and verify their operability. In various embodiments, for example, a sensing system verification system may be incorporated into the system monitoring step <NUM> or may be configured as a sensing system verification step <NUM> separate from the system monitoring step <NUM>. If a failure or an anomaly of a sensor or camera is detected, the operator may diagnose the failure, first by returning to the identification step <NUM> and then proceeding to the diagnostic step <NUM>.

Other features consistent with the foregoing systems and description may be incorporated into the WMMDU, in accordance with various embodiments. One such feature includes a collision detection and avoidance feature. In various embodiments, for example, the sensors and cameras may be configured to detect the positions of ULDs and humans throughout the cargo handling system during maintenance operations. The various positions of the ULDs and humans may be detected and displayed on the graphical user interface or touch screen display of the WMMDU. Knowledge of such positions, which may change temporally, may be used to avoid collisions between the ULDs or between a human and a ULD during maintenance operations. In various embodiments, for example, immediately following an operator completing the logon step <NUM>, positional data of all ULDs and humans within proximity of the cargo handling system may be displayed to the operator prior to any maintenance operations being commenced, thereby providing an additional level of safety to humans and avoidance of damage to ULDs or to the cargo handling system.

Referring now to <FIG>, a method of monitoring an operational status of a line replaceable unit within a cargo handling system is described. In various embodiments the method <NUM> includes the following steps. A first step <NUM> includes performing a logon operation via a wireless mobile maintenance display unit (WMMDU). A second step <NUM> includes performing a system monitoring step, whereby the operational status of each LRU comprising the cargo handling system is assessed via an input from the WMMDU. A third step <NUM> includes positioning the WMMDU proximate a line replaceable unit indicated to have experienced a failure or an anomaly during the system monitoring step or through a manual selection process not part of the system monitoring. For example, the operator may identify a line replaceable unit manually through entry of appropriate identifying information directly into the WMMDU, rather than positioning the WMMDU proximate the line replaceable unit and reading the identifying information, thereby facilitating the running of diagnostics on line replaceable units that are difficult to reach or access. A fourth step <NUM> includes reading the operational status of the line replaceable unit from a data device in operable communication with the line replaceable unit via the WMMDU. A fifth step <NUM> includes running a diagnostic analysis of the line replaceable unit. A sixth step <NUM> includes ordering replacement parts for the line replaceable unit using the WMMDU to access a supply or parts, if needed. In various embodiments, the method <NUM> further includes the step of accessing a server or a storage location configured to provide at least one of a fault isolation manual, a cargo load plan, a parts catalog or a virtual training center. In various embodiments, the line replacement unit comprises at least one of a power drive unit, a local control panel or a master control panel.

In various embodiments, system program instructions or controller instructions may be loaded onto a tangible, non-transitory, computer-readable medium (also referred to herein as a tangible, non-transitory, memory) having instructions stored thereon that, in response to execution by a controller, cause the controller to perform various operations. The term "non-transitory" is to be understood to remove only propagating transitory signals per se from the claim scope and does not relinquish rights to all standard computer-readable media that are not only propagating transitory signals per se.

Claim 1:
A wireless mobile maintenance display unit (<NUM>), comprising:
a first reader (<NUM>) configured to read an identification data unique to an operator;
a second reader (<NUM>) configured to read an operational status data concerning a line replaceable unit in response to the wireless mobile maintenance display unit being positioned in proximity of the line replaceable unit;
a recording module (<NUM>) configured to record an audio data or a video data concerning the line replaceable unit, the wireless mobile maintenance display unit being configured to communicate the audio data or the video data to a vendor or a support provider;
a communication module configured for operable communication with a system controller or an auxiliary control system to communicate with the vendor or the support provider for replacement parts for the line replaceable unit from a catalog of parts for repairing the line replaceable unit; and
an operator alert (<NUM>) configured to alert the operator of a failure or an anomaly occurring within the line replaceable unit.