DE102010006479A1 - Method for handling air freight in airport, involves transferring unit load devices with respect to different freight handling facilities - Google Patents

Abstract

The method involves allocating several unit load devices according to the weight of the packages. The unit load devices are transferred with respect to different freight handling facilities.

Description

The invention relates to the handling of cargo shipments loaded with cargo consignments, so-called. Standardized air freight loading units (Unit Load Device = ULD).

Air cargo of a certain size (depending on the aircraft to be loaded standardized containers and cargo pallets are provided) z. Currently processed in uniform standardized load units, which may have different weight. A common classification of ULDs, to which the invention is by no means limited and which is given by way of example only for ease of understanding, is by weight.

Airfreight is either transported on pallets or in standardized containers in the aircraft or unloaded from the same.

Airfreight has a weight of up to 6.8 t maximum in this field, according to the usual classifications for standardized ULDs (up to 10 ft / 15 ft (LD 29) units). This z. Currently, all facilities for freight processing in the airport, such as transport equipment, lifts, storage systems, building statics, plant construction, conveyor systems, etc., designed for a weight of 6.8 t per, resulting in significant costs. The braking, lifting and acceleration systems of the storage, conveying and loading systems as well as mobile transport facilities must process such masses that the conveyors themselves need a very high dead weight and the statics of bearing structure must be sized.

This design for high weights causes high costs, since the corresponding gains for the handling of such large loads are complex and the wear of moving parts, which are charged with such loads, and the ongoing maintenance costs and energy costs are avoidable high.

It is therefore an object of the invention to reduce the investment and the cost of facilities for the handling of air freight.

• – Aufteilung sämtlicher ULDs in mindestens zwei Gewichtsklassenströme und;
• – Überführen der so hergestellten Gewichtsklassenströme in unterschiedliche Handling-Anlagen.

The object is achieved according to the invention by:

• - Division of all ULDs into at least two weight class streams and;
• - Transferring the weight class streams thus produced into different handling systems.

Advantageous developments emerge from the dependent claims.

According to current statistics, loaded air freight units (ULDs) divided by weight have about 97% individual weight of up to 3.5 t; Single weights between> 3.5 t and 6.8 t occur only to approx. 3% of all registered air freight units (ULDs). As a result, the division of the ULDs into weight classes makes it possible to use a different, more cost-effective, more efficient and energy-efficient plant and transport system for the bulk of the cargo, while handling the less common heavy air freight units in a special handling area to be designed for lower throughput. Typical for airfreight are standardized loading units (ULD), as in 4 shown. Depending on the content and its weight, these are to be handled differently.

A typical airport air freight system is, for example, in the EP 1905705 A1 whose content is fully referenced to avoid repetition.

According to the invention, various air freight facilities can be used, wherein the facilities for handling the light cargo units can be designed for throughput - d. H. light cargo loaders can be handled with smart detectors, fast conveyors, lighter weight systems, etc., given their high incidence, and can also be transferred to appropriate warehouses, while the heavier ULDs can be designed slower and for lower capacity, or heavy freight units manually can be processed.

One differentiates between load units - d. H. those that are loaded once and then delivered to the recipient without opening and loading units that are opened, their contents sorted and distributed by destination and reassembled into new loading units.

Due to the fact that according to the present invention, the current standardization of only one - d. H. For example, up to 6.8 t at up to 10 ft / 15 ft load units is divided according to the invention, there is a significant simplification and savings potential.

Another advantage is that, if lighter weights are transported, much simpler and more economical solutions for such ULDs can be used.

In line with the traditional unit weight class of up to 6.8 t, standardized transport equipment, conveying, distribution and loading systems, lifts were standardized for the storage of air freight in the world's cargo terminals The maximum weights of 6.8 t are designed, built and subject to high levels of entertainment.

In this case, the air freight units (ULDs) are divided into those weighing up to 3.5 t and those weighing> 3.5 t. This division can be based on a balance, but also on the basis of a barcode, other inscription / RFID od. Like. ULDs and the electronic transmission of weight data from loading lists, ULD manifests and other IT-related information done, in which case the vast majority of "lighter" units (Class 1) is processed on a standard low priced facility and the relatively small amounts of heavy units (Class 2) undergo a special treatment which is aimed at increased weight.

• – der wesentlich leichteren und einfacheren Ausgestaltung der Zwischentransporteinrichtungen und
• – der wesentlich leichteren Ausstattung/Bemessung von Lagern und ggf. der automatischen Lagerhalterung – bspw. in Verteillager, Fördersysteme, Palettierstationen, LKW Beladungssystem Truckdock sowie mobile Transportsysteme wie Gabelstapler oder die sogenannten Slave Pallet Mover.

The advantages of the new distribution are:

• - The much easier and simpler design of the intermediate transport devices and
• - The much lighter equipment / dimensioning of bearings and possibly the automatic storage support - eg. In distribution warehouse, conveyor systems, palletizing stations, truck loading system truck dock and mobile transport systems such as forklifts or the so-called slave pallet movers.

Following the introduction of a ULD subdivision into weight, much of the equipment needs to be set up and maintained at only about 50% of the load, which also results in significant energy savings in operation and a massive investment cost reduction.

Only for about 3% of the total ULDs are lift, storage and loading capacities of class 2> 3.5 to 6.8 t set up and to be provided.

The invention avoids the disadvantages of the previous handling of the weighting of air cargo up to 6.8 t in a weight class.

The advantages are also in a simplification by lighter equipment and halved load capacities of the warehouse and handling systems mean significantly lower investment and more economical operation of the air freight processing, whereby energy saved and ecologically favorable over-sizing can be reduced.

Further advantages will become apparent from the following description. Reference to the accompanying drawings, an embodiment, to which the invention is by no means limited, and a method for cargo handling described in more detail. Show it

1 : Introduction of Air Freight Units (ULDs) into a Freight Handling Facility (Air Freight Handling Facility)

2 Preparing cargo for shipment by plane or as a so-called Road Feeder Service by truck

3 , Foot Chart Inbound Flow; and

4 Flowchart Outbound Flow

The invention will be explained in more detail below with reference to an air freight handling system which divides the cargo into two weight flows - one of the weight class 1: up to 3.5 t and one of the weight class 2: of> 3.5-6.8 t

The invention can be implemented in cargo terminals to be converted or expanded, in particular to newly created cargo facilities. The fact that global trade in goods is constantly increasing in the context of globalization also necessitates the expansion and automation of these flows of goods. So many airports have to expand their cargo area considerably. By dividing the air cargo units into several weight classes, the weight class 1: up to 3.5 t after unloading from the aircraft takes a different route than the goods of the weight class 2: to 6.8 t, for example with the for all - d. H. high weight classes designed - old systems can be further processed. Nothing changes for the transport of air cargo by air or the transport by airfreight replacement / truck.

One part of the invention relates to the air cargo between acceptance and delivery of air units (ULDs) thereof.

In a typical approach, to which the invention is by no means limited, the class 1 or 2 is made in the air cargo acceptance weighing, the air freight accompanying papers are marked accordingly and the bar codes programmed accordingly on the handling tags and entered in the IT system.

Airline data, ULD manifest data or weighing data may be transmitted to the IT handling systems by electronic transmission and may be sorted out of Class 2 ULDs:> 3.5 to 6.8 t prior to storage in the main storage systems. For safety reasons, scales can also be installed on the conveyor systems and lift entrances, which can weigh any load unit. Loading units of> 3.5 to 6.8 t are transported to the special handling area of the special warehouse for heavy transport units.

For existing cargo terminals, only the ULD will be split into two weight classes upon acceptance and handled separately. In cargo terminals with the new facilities for transport, interim storage, handling and distribution warehouses, the air freight loading unit is sorted according to the weight categories 1 and 2 IT sorted and takes separate routes after unloading from the aircraft. ULDs that do not yet have the classification will be sorted and treated as specified on the shipping documents, aircraft loading lists, manifest data or similar information.

For the freight routes with ETVs / TV (special conveyor systems), lifts, warehouses, there are separate driving and carrying units and equipment and separate routes in the lift and storage area.

The majority of air freight units of weight class 1: up to 3.5 t can be stored, for example, and then delivered or forwarded. The weight class for heavy ULDs weight class 2) is delivered or dispatched in a smaller special handling area of> 3.5 to 6.8 t due to the smaller seizure of such units.

For the practice of the invention, a Type 2 bypass system is installed by the standard Weight Class 1 processes. The weight class 2 units can then be handled in a special process, mainly on manual and mobile transport systems (dolly, slave pallets, staging decks, designed for a load of up to 6.8 t).

The treatment and routes of the air cargo units (ULDs) in the weight classes 1 and 2 are in the 1 - 3 shown.

1 shows the collection of weight data, where weight class 1 ULDs are palletized and weighed and placed in a ULD storage system or directly to the truck loading system. These ULDs are then loaded onto the trucks (RFS). Heavier weight class ULDs enter a special handling area and undergo special treatment with special trucks.

As in 1 In the case of cargo terminals with the new facilities according to the invention for transport, interim storage and delivery warehouse, the freight is automatically sorted according to the weight classes (eg 1 and 2) and takes separate paths after being unloaded from the aircraft. Cargo which does not yet have the classification is sorted according to the freight documents.

Pallet loading units are depalletized, the resulting freight items are sorted according to the destination and put together according to new ULD storage system on new pallets for onward flight or promoted for transport to trucks

Heavier loading units are immediately transferred to a special handling area where they are depalletised and rebuilt with special equipment or loaded for forwarding by truck.

For freight routes with ETVs / TVs, lifts, warehouses, there are separate driving and carrying units and equipment and separate routes in the lift and storage area.

The majority of the air freight of weight class 1: up to 3.5 t is stored temporarily and then delivered or forwarded. The weight category for heavy goods (weight class 2) is stored, delivered or forwarded in a smaller area of> 3.5 to 6.8 t because of the smaller accumulation of such goods.

For carrying out the invention, a type of bypass system loading unit class 2 special procedures, mainly on manual and mobile transport systems (Dolly, slave pallets, staging decks, which are designed for a load of 6.8 t used.

2 shows the ULD flow in a ULD truck load for through-load units - ie those that do not have to be newly assembled from individual cargo sub-units - for example, assembled to new pallets or loaded in new containers. ULDs of weight classes 1 and 2 are unloaded from the aircraft, od with dolly. Like. Transported and then z. B. further processed as weight class 2 in the special handling area. Here, the separation into weight classes takes place directly after the aircraft, with the lighter units running directly via an automatic ULD system to the desired destination - for example, a truck loading. Class 2 ULDs are unloaded from the aircraft, transported by dolly or the like, and then further processed in the special handling area. If modular ULD systems are required, the cargo unit may be re-weighed and then, if the weight is classified as Class 2, processed in "normal" dispatch mode, while heavier units undergo special treatment.

3 shows a flow of cargo units in the cargo terminal. The ULD of weight class 1 unloaded from the aircraft (see readable shipping documents) are sorted, transported separately and stored in the ULD storage system or for the further dispatch dismantled ("break down") and then stored or rebuilt ("build-up") and further processed according to their destination or flight number.

The ULDy weight class 2 are immediately transferred from the aircraft in a special handling area and handled there.

4 shows the flow of load units (ULD) from the cargo terminal by: sorting the ULD by weight; if necessary palletizing / depalletizing and gg. repacking - inserting the (newly assembled) ULD into a cargo handling system, such as a corresponding storage area and; if necessary intermediate storage of the thus sorted loading units in the freight stream of the weight class 1 and special further processing of the freight stream of the weight class 2.

While the invention has been described in detail with reference to preferred embodiments, various alternative designs and embodiments will be apparent to those skilled in the art to which this disclosure applies as defined in the claims.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• EP 1905705 A1 [0010]

Claims (1)

Method of handling air cargo; with the steps: Splitting of all air cargo by weight by separating the cargo by weight into at least two cargo flows; and Transferring the weight class streams thus produced into different handling systems.

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