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> describes an aircraft cargo loading logisitics system using machine readable identifiers. The cargo loading logistics system for verifying cargo loaded on an aircraft receives a desired restraint configuration from a database and determines an actual restraint configuration on the aircraft by receiving data from a plurality of machine readable identifiers corresponding to a plurality of install points and data from a plurality of machine readable identifiers corresponding to a plurality of restraints. The cargo loading logistics system then compares the desired restraint configuration with the actual restraint configuration and determines if the aircraft is properly configured to be loaded for an upcoming flight.

A wireless mobile maintenance display unit is disclosed, according to claim <NUM>. Further details are provided by dependent claims <NUM>-<NUM>.

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, freighter common turntables (FCTs), 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> includes also 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. In various embodiments, the WMMDU may also include a recording module <NUM> for recording audio 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 or 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 one-hundred or more feet (<NUM>,<NUM> or more meters) 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>, 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 positioning a wireless mobile maintenance display unit proximate the line replaceable unit. A second 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 wireless mobile maintenance display unit. A third step <NUM> includes providing an operator alert configured to alert an operator of an anomaly within or associated with the line replaceable unit via the wireless mobile maintenance display unit. In various embodiments, the method <NUM> further includes the step of reading an identification data unique to the operator. 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. Stated another way, the meaning of the term "non-transitory computer-readable medium" and "non-transitory computer-readable storage medium" should be construed to exclude only those types of transitory computer-readable media that were found by In Re Nuijten to fall outside the scope of patentable subject matter under <NUM> U.

No claim element herein is to be construed under the provisions of <NUM> U. <NUM>(f) unless the element is expressly recited using the phrase "means for. " As used herein, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus.

Claim 1:
A wireless mobile maintenance display unit (<NUM>, <NUM>), comprising:
a first reader (<NUM>) configured to read a first data device (<NUM>) holding identification data unique to an operator;
a second reader (<NUM>) configured to read a second data device (<NUM>) associated with a line replaceable unit, the second reader (<NUM>) being also configured to read an operational status data of the line replaceable unit;
a touch sensitive display screen (<NUM>); and
an operator alert (<NUM>) configured to alert the operator of an anomaly within or associated with the line replaceable unit, wherein the wireless mobile maintenance display unit (<NUM>, <NUM>) is configured to read the operational status of the line replaceable unit in response to the wireless mobile maintenance display unit being positioned in proximity of the second data device (<NUM>) of the line replaceable unit.