The present invention relates to a luggage storage system, particularly, but not exclusively, to a luggage storage system for use in an aircraft, and to an overhead luggage storage space and a piece of luggage.

In most currently operating aircraft the standard configuration for the storage of hand luggage (also known as cabin baggage or carry-on luggage) is to utilise a number of overhead luggage bins located above the seats. The positioning of the seating in an aircraft varies depending on the type of aircraft and the configuration of the cabin. In first and business class the seating tends to be spaced further apart, while in economy class the seating is spaced closer together, and on some budget airlines the seating is spaced very close together. Although there are rules governing the size and weight of hand luggage which may be carried on board an aircraft, these can vary between airlines and are often not strictly enforced. Furthermore, passengers often make purchases at the airport which are then carried on in addition to their hand luggage allowance. There is generally no specific allocation of storage space in the overhead luggage bins, with the result that early boarding passengers often fill the overhead luggage bins with their excess hand luggage and leave no room for later boarding passengers. This is proving to be a particular problem on so-called "budget" airlines, where passengers are often charged for each piece of luggage which they check in, thus encouraging passengers to take as much hand luggage as possible. However, while there has been a movement towards encouraging passengers to take hand luggage rather than check-in luggage, there has not been a corresponding increase in the space provided for the storage of said luggage. Consequently, some passengers are faced with no option but to store their hand luggage in an overhead luggage bin which is located some distance from their seat, or under the seat in front of them, which slows down boarding of, and disembarking from, the aircraft, and also poses a safety risk as it can interfere with the passengers ability to exit their seat in an emergency situation. A further issue which has become apparent is the risk of injury to passengers and cabin crew posed by poorly stored hand luggage. It is common for cabin crew to warn passengers to take care when opening the overhead luggage bins. This is because items stored in the overhead luggage bins are not secured and they can move around during the flight and may fall out of the luggage bin when it is opened. The danger posed by loose items, such as bottles purchased from duty free shops in the airport, is of particular concern. With the current shortage of space in overhead luggage bins it is well known for passengers to force luggage into the luggage bins and this serves to increase the likelihood of items falling out when the luggage bin is opened, particularly if the flight has been subjected to turbulence.

It is the object of the present invention to overcome some of the problems of the prior art, or at least to offer an alternative system to those which are currently available. According to the present invention there is provided a luggage storage system comprising: a luggage storage space; and at least one piece of luggage; wherein the luggage storage space is provided with luggage locating means for receiving the luggage in a particular orientation; and wherein the at least one piece of luggage is provided with at least one cooperating locating member for engaging with the locating means in the luggage storage space.

In an embodiment of the invention the luggage storage space is a luggage bin with an interior luggage storage space. In an embodiment of the invention the luggage bin is an overhead luggage bin.

The luggage storage system enables an airline to allocate luggage storage space to each passenger and overcomes the problem of early boarding passengers taking up all of the luggage storage space. Each luggage locating means may conveniently be numbered to correspond to a particular seat, and it is envisaged that it will be possible for the luggage locating means to be provided in an overhead luggage storage space close to the passenger's seat.

The luggage storage system will offer a number of benefits, both for the airline and the passengers. Passenger satisfaction will be increased as the system will ensure that all passengers are provided with a predetermined storage space. The size of the storage space may vary depending on the airline and the class of ticket purchased, but the passenger will be able to check in advance of their flight to determine how much luggage is permitted and know that this space will still be available when they board the aircraft. Passenger safety will also be improved as the system will reduce the need for passengers to store items of luggage under the seat in front of them, and this may even be banned by the airline. As noted above, luggage stored in this manner can interfere with a passenger's ability to exit the aircraft in a timely manner. Since it will be possible to allocate a luggage storage space for each seat on the aircraft, airlines will have the option of banning any hand luggage which does not fit into the allocated space, or of charging an additional fee to store any excess hand luggage in an overflow storage space within the cabin.

In addition to generating a potential revenue stream for the airline due to passengers who wish to pay for additional cabin luggage, there will also be an opportunity for airlines, either on their own or in collaboration with luggage manufacturers, to generate further revenue by selling luggage with the appropriate locating member(s) for engagement with the luggage locating means provided in the overhead luggage storage space. In this respect, two different options are currently envisaged. Airlines may agree upon a standard luggage locating means configuration in their overhead luggage storage space, which would enable standardised "aircraft approved" luggage to be manufactured for use on all airlines.

Alternatively, different airlines may wish to adopt a different luggage locating means configuration, such that it will be necessary for passengers to purchase luggage which is compatible with the airline they wish to use. In both cases it is envisaged that airlines may insist upon the use of aircraft compatible luggage, possibly with the option of charging passengers extra if they wish to carry on luggage which is not compatible with their particular system.

A further benefit for airlines will be in a reduced turn-around time for the aircraft by ensuring that all passengers can quickly and easily store and retrieve their luggage. Turn-around time is of interest to all airlines, but particularly to budget airlines which typically work to very tight schedules. Another benefit for airlines will come through reduced fuel costs due to a weight reduction of the aircraft as a result of passengers opting to take smaller items of hand luggage rather than pay extra to store their luggage in the aircraft's hold.

In an embodiment of the present invention the luggage locating means comprises a portion of the interior space which is shaped to receive a corresponding portion of the at least one piece of luggage. In an embodiment of the invention the luggage locating means comprises a base portion of the interior luggage space, which is shaped to receive at least a portion of the at least one piece of luggage. In its most basic form the luggage locating means may comprise a recessed tray in the base of the interior luggage space, which corresponds to the maximum permitted footprint of the luggage. The passenger will place their luggage in the tray and the perimeter of the luggage will help with its location and ensure that the available storage space is maximised, but not exceeded. In an embodiment of the present invention the luggage locating means comprises at least one groove and the at least one piece of luggage is provided with at least one cooperating runner which is dimensioned to engage with the groove.

In an embodiment of the invention the luggage locating means comprises a pair of spaced apart, parallel grooves and the at least one piece of luggage is provided with a pair of spaced apart, parallel runners, which are dimensioned to engage with the spaced apart, parallel grooves of the luggage locating means. The combination of grooves and runners enables easy location of the luggage in the luggage bin and helps to restrict movement of the luggage during the flight.

In an embodiment of the invention the runners are associated with a handle of the at least one piece of luggage, the handle being movable between an extended position and a retracted position, such that at least a portion of the handle is stored within the runners when the handle is in the retracted position. The provision of a retractable handle is a common feature on many suitcases and it provides an easy means of transporting the suitcase, especially when the suitcase is provided with wheels and the handle may be utilised to pull the suitcase along the ground. By storing the handle within the runners when it is in the retracted position it avoids the need to take up valuable space within the suitcase and maximises the available packing space for the passenger.

In an embodiment of the invention the runners extend longitudinally along a rear surface of the luggage, along a major potion of the length of the rear surface. In an embodiment of the invention the luggage is provided with a pair of ground engaging wheels adjacent to a bottom surface of the luggage and the luggage locating means comprises at least one recess dimensioned to receive at least one of the ground engaging wheels of the luggage. This embodiment of the invention permits various sizes of luggage to be used, so long as the wheels of the luggage conform to the recess or recesses provided in the luggage bin. As with the runners described above, the interaction of the wheels and the recess(es) aids in location of the luggage and also helps to prevent movement of the luggage during the flight. In an embodiment of the invention the runners stop short of the ground engaging wheels. It is also envisaged that the luggage may be provided with runners and wheels, which will offer convenience in terms of easy transportation of luggage when not on the aircraft and easy location and storage of luggage when on the aircraft. In an embodiment of the invention the system is provided with an individual locking system for securing the at least one piece of luggage in the luggage storage space. The locking mechanism prevents items in the overhead luggage storage spaces from moving during the flight and prevents items from falling out of the luggage bins when the aircraft has landed. It is envisaged that airlines may enforce a policy whereby only compatible luggage will be permitted in the overhead luggage storage spaces. This will ensure that all luggage in the overhead luggage storage spaces is secured during the flight and injuries due to passengers being hit by items falling from luggage bins will be cut.

In an embodiment of the invention the individual locking system comprises a luggage storage space locking member which engages with a portion of the at least one piece of luggage to secure it in place.

In an embodiment of the invention the individual locking system comprises a luggage locking member, which engages with a portion of the luggage storage space.

In an embodiment of the invention the individual locking system is automatically activated upon correct placement of the at least one piece of luggage in the locating means. In an embodiment of the invention the individual locking system must be manually actuated upon correct placement of the at least one piece of luggage in the locating means.

In an embodiment of the invention the individual locking system is provided with a release mechanism. In an embodiment of the invention the release mechanism is provided adjacent to the luggage storage space. In an embodiment of the invention the release mechanism is provided on the at least one piece of luggage. The release mechanism may advantageously comprise a button on the luggage or the luggage storage space which disengages the locking mechanism.

In an embodiment of the invention the system comprises a plurality of luggage storage spaces. It is envisaged that the luggage storage spaces of the present invention could replace some, or all, of the luggage bins on current aircraft. As a transitional measure it is envisaged that an aircraft may be provided with some overhead luggage storage spaces according to the present invention along with some conventional luggage bins. As an incentive to passengers to use approved luggage, one option would be to offer reduced ticket prices to those customers, or to charge a surcharge to those customers who do not use approved luggage. In an embodiment of the invention the system is provided with a centralised locking system for locking all items of luggage in the interior luggage space. The centralised locking system could be provided in conjunction with, or as an alternative to, the individual locking system described above. It is envisaged that the centralised locking system would be operated by a member of the cabin crew, or perhaps the captain of the aircraft, such that the luggage would only be released when the aircraft had come to a complete stop. This would overcome the current problem of passengers leaving their seats to retrieve their luggage before the "fasten seatbelts sign" has been turned off. Even if a passenger did leave their seat they would be unable to retrieve their luggage. The centralised locking system may be set up such that the luggage would be locked when the "fasten seatbelts sign" is on and accessible only when the captain of the aircraft has deemed it safe to walk about the aircraft. Alternatively, the centralised locking system may operate independently, such that it requires an authorised person to deactivate the system when it is safe to retrieve luggage from the overhead luggage storage spaces. In an embodiment of the invention the at least one piece of luggage is provided with a retrieval handle on a top and/or bottom surface, to facilitate removal from the overhead luggage storage space. In an embodiment of the invention the at least one piece of luggage is provided with an identification panel on a top and/or bottom surface. Since the system will result in a large number of items of luggage with the same general appearance, the identification panel will assist passengers in identifying their luggage. The identification information could also be utilised by the airline to assist with tracking of luggage and to make retrieval of lost luggage easier.

Although a number of luggage configurations are envisaged within the scope of the present invention, the optimum type of cabin luggage is generally considered to be the compact roller suitcase type. Although size restrictions vary between airlines, the generally accepted restrictions are for a maximum base size of 45cm x 25cm and a maximum height of 56cm. In order to maximise space in the luggage storage spaces, it is suggested that the luggage is inserted into the luggage storage spaces longitudinally, such that only the top or base is visible when the luggage is stored in the luggage storage space.

According to a second aspect of the present invention there is provided a luggage storage space with luggage locating means for receiving the luggage in a particular orientation.

According to a third aspect of the present invention there is provided a piece of luggage comprising at least one locating member for engaging with a cooperating locating means in a luggage storage space.

In order to aid understanding of the present invention an embodiment of the invention will be described, purely by way of example, by reference to the accompanying drawings, in which: Fig. 1 is a front view of the a piece of luggage according to the present invention; Fig. 2 is a rear view of the piece of luggage of Fig. 1 ; Fig. 3 is a side view of the piece of luggage of Fig 1 ; Fig. 4 is a base view of the piece of luggage of Fig. 1 ; Fig. 5 is a sectional side view of the system according to the present invention, showing an overhead luggage bin and a piece of luggage;

Fig. 6 is a rear view of the system of Fig. 5; and Fig. 7 is a further rear view of the system of Fig. 5.

Referring firstly to Figs. 1-4, these show a first embodiment of a piece of luggage 2 according to the present invention. The luggage 2 is of the standard form generally accepted by most airlines as acceptable cabin luggage. The luggage is in the form of a wheeled suitcase 4 comprising a rectangular base 6 with dimensions of 25cm x 45cm and a height of 56cm. These dimensions correspond to those which are generally considered as the largest acceptable cabin luggage by most major airlines. However, it will be clear that the dimensions of the case are not a feature of the present invention and that they may vary according to the size of the luggage compartments provided by the airlines. The suitcase 4 may be manufactured from a variety of materials and in a variety of colours as is the case with currently available suitcases. The body of the suitcase 4 may be a hard case, or it may be a more flexible textile material.

The base 6 comprises a pair of ground engaging wheels 8, upon which the suitcase 4 may be rolled in order to move the suitcase 4 along a floor surface, and a pair of support studs 10, which prevent rotation of the wheels 8 and permit the suitcase 4 to stand upright and stable with the base 6 parallel to a floor surface. In order to move the suitcase 4 along the floor it must be tipped to such a degree that the support studs 10 break contact with the floor and the suitcase 4 is support only on the wheels 8. The suitcase 4 may then be pushed or pulled along the floor surface on the wheels 8.

The suitcase 4 is also provided with a handle 12, which may conveniently be utilised to push and/or pull the suitcase 4 along the floor. The handle 12 is retractable and can be stored within the body of the suitcase 4 when not in use (as will be described in more detail below) and may be deployed when it is desired to transport the suitcase 4 along the floor. The handle 12 will generally be provided with some form of locking mechanism to retain it in the retracted position, and the suitcase 4 will generally be stored in a luggage compartment in this manner.

Other features of the suitcase 4 may be as generally known in the art. The suitcase 4 is provided with an internal compartment, which may be lockable, and it may be provided with one or more outer pockets. Additional handles may be provided on the side panels of the suitcase to facilitate handling by the passenger, checking staff and baggage handlers. The suitcase 4 may be provided with one or more identification panels, for example on the front side of the suitcase.

Turning now to Figures 2 and 4, these show the suitcase 4 from the rear and from the base. As can be seen in Figure 2, the handle 12 is in the extended position, in which a user may push or pull the suitcase 4 on its wheels 8. In order to move the handle 12 into its retracted position a user must exert a downward force on the handle 12 in order to push it towards the body of the suitcase 4. The handle 12 may be provided with a locking mechanism to keep it in the extended position and it may be necessary to exert sufficient force in order to overcome the locking mechanism, although the force required will generally not be too great.

As shown in Figures 2 and 4, the suitcase 4 is provided with two parallel runners 14 which protrude from the rear surface 16 of the suitcase 4. When the handle 12 is moved into its retracted position it is housed within the body of the runners 14. This serves to maximise the available packing space within the suitcase 4 as the handle 12 is not housed within this space, as is the case in many currently available cases. The runners 14 extend along a major portion of the length of the rear surface 16 of the suitcase 4, although they stop short of the wheels 8, which are located adjacent to the base 6 of the suitcase 4, next to the rear surface 16. The runners 14 are made from a resilient, rigid plastics material, which is hard wearing and will be able to withstand the impacts which a suitcase 4 can generally be expected to be subjected to. Alternatively, the runners could be formed from other suitable hard wearing materials, e.g. metal. The runners 14 also perform an important function in locating the suitcase 4 within an overhead luggage bin 18, as will be described in more detail with reference to Figures 5-7.

As can best be seen in Figures 1 , 3 and 4, the suitcase 4 is provided with an individual locking mechanism 20. The function of the individual locking mechanism 20 is to lock the suitcase 4 in position in an overhead luggage bin 18, as will be described in more detail with reference to Figures 5-7. The individual locking mechanism 20 comprises a locking plunger 22 which is biased into a locking position by a spring such that when the suitcase 4 is placed in position within an overhead luggage bin 18 the individual locking plunger 22 engages with a cooperating locking member 26 on the interior of the overhead luggage bin 18 to secure the suitcase 4 in position. A release mechanism is provided on the base 6 of the suitcase, in the form of a button 24, which may be manually activated by a user in order to overcome the biasing force of the locking plunger 22 and to permit the suitcase 4 to be removed from the overhead luggage bin 18. A wide variety of locking mechanisms are envisaged within the scope of the present invention. The locking mechanism 20 may be automatically actuated upon insertion of the luggage into the overhead luggage bin (as will be described in more detail with reference to Figures 5-7), or it may require manual activation by a user once the luggage has been correctly inserted, e.g. a user may press a button or move a locking bar into position to prevent unwanted movement of the suitcase.

As can be seen in Figure 4, the suitcase 4 is also provided with a handle 28 on its base 6, which can be utilised in order to aid removal of the suitcase 4. Unlike conventional cases, the suitcases 4 according to the present invention must be inserted into the overhead luggage bin 18 in a predetermined manner - in this case lengthwise - such that only the base 6 of the suitcase 4 is visible from the outside. For this reason a handle 28 is provided on the base 6 of the suitcase 4, which is not a position in which handles are generally provided in currently available cases. An identification panel 30 is provided on the base 6 of the suitcase 4 to aid with passenger identification. The identification panel 30 may include RFID, barcoding and/or biometric identification information. Advantageously, the identification information (e.g. an RFID tag) could be used by the airline to aid tracking of luggage and recovery of lost items. Turning to Figures 5-7, these show one embodiment of the luggage storage system 32 according to the present invention. As discussed, the luggage storage system 32 comprises an overhead luggage bin 18 and at least one complementary piece of luggage 2. The overhead luggage bin 18 is intended to replace currently available overhead luggage bins, but it is also envisaged that it will be possible to retrofit some currently available overhead luggage bins with the present system.

As can be seen in Figure 5, the overhead luggage bin 18 is of generally conventional construction and comprises a top panel 34, a bottom panel 36 and a door panel 38, which between them define the interior space of the overhead luggage bin 18. The top panel 34 is shaped to conform to the fuselage of an aircraft, and the door panel 38 is movable between a closed position and an open position (as shown in Figure 5). The door panel 38 is provided with a locking mechanism to retain it in its closed position during flight, and it has a biasing mechanism to retain it in its open position when it is not locked in the closed position. However, in conventional overhead luggage bins it is not uncommon for items of luggage to move during a flight and to come to rest against the door panel. The risk of items of luggage falling from the overhead luggage bin when the door is opened is therefore quite high. As was discussed above in relation to Figures 1-4, the suitcase 4 is provided with a pair of runners 14 on its rear surface. The interior surface of the bottom panel 36 of the overhead luggage bin 18 is provided with a pair of spaced apart grooves 40 which correspond closely to the size and shape of the runners 14 on the suitcase (as can be best seen in Figure 6), but are slightly larger, such that the runners 14 may be received within the grooves 40. Figures 6 and 7 correspond generally to the view a passenger will have as they load their suitcase 4 into the overhead luggage bin 18 and, for clarity, only the bottom panel 36 of the overhead luggage bin 18 is shown. In order to load the suitcase 4 correctly into the overhead luggage bin 18 the passenger must align the runners 14 with the grooves 40 and slide the suitcase 4 into the overhead luggage bin 18. Multiple pairs of grooves 40 will be provided in each overhead luggage bin 18 and each pair of grooves 40 will generally be allocated to a specific seat, which will ideally be located near to the corresponding overhead luggage bin 18. It is envisaged that in business class, for example, a passenger may be provided with more than one set of grooves 40, or that the passenger may be provided with a combination of grooves 40 and standard storage space, which could be used for the storage of other items, such as coats or pillows and blankets.

The combination of grooves 40 and runners 14 is merely one embodiment of the present invention, and it will be clear to the skilled person that a wide variety of cooperating location means are within the scope of the present invention. The advantage of the combination of grooves 40 and runners 14 is that the engagement between the suitcase 4 and the overhead luggage bin 18 is along a major portion of the length of the suitcase 4, but other means of engagement are also possible. For example, as can best be seen in Figure 5, the interior surface of the bottom panel 36 of the overhead luggage bin 18 is provided with a pair of recesses 42 which are provided to receive the wheels 8 of the suitcase 4. It would be possible to provide only the wheel receiving recesses 42 as a means of engagement, or to provide other engagement means for the location of the suitcase 4 in the overhead luggage bin 18. The location means also serves to restrict unwanted movement of the suitcase 4 within the overhead luggage bin 18, especially during flight.

In addition to the location means, the system 32 is also provided with individual locking means 20 for securing the suitcase 4 within the overhead luggage bin 18, to prevent items of luggage from falling out when the overhead luggage bin 18 is opened.

The individual locking mechanism 20 was discussed previously in relation to Figures 1 , 3 and 4, which showed the locking plunger 22 and release mechanism 24 provided on the suitcase 4. As can best be seen in Figures 5 and 6, when the suitcase 4 is correctly inserted into the overhead luggage bin 18, using the grooves 40 for guidance, the locking plunger 22 is received within a corresponding recess 26 in the top panel 34 of the overhead luggage bin 18. The shape of the recess 26 corresponds to the shape of the plunger 22, as will be discussed in more detail below.

The locking plunger 22 is spring biased into its locking position and a small force is required to overcome the biasing spring and move the suitcase 4 into the locked position. A leading surface 22a of the locking plunger 22 (i.e. the surface which faces away from the base 6 of the suitcase 4 and which leads when the suitcase 4 is inserted into the overhead luggage bin 18) has a curved surface, such that the locking plunger 22 will retract into the suitcase 4 when a force sufficient to overcome the biasing spring is applied to the leading surface 22a by its interaction with the top panel 34 of the overhead luggage bin 18. The trailing surface 22b of the locking plunger 22 is perpendicular to the body suitcase 4. When the locking plunger 22 is received within the recess 26 in the top panel 34 of the overhead luggage bin 18 the trailing surface 22b abuts a flat surface of the recess 26 which is parallel to the trailing surface 22b. This arrangement serves to lock the suitcase 4 in position and it is not possible to overcome the biasing spring by pulling the suitcase 4.

A suitcase release mechanism, in the form of a release button 24, is provided on the base 6 of the suitcase 4. When a passenger wishes to remove their suitcase 4 from the overhead luggage bin 18 they can activate the release mechanism by pressing the release button 24, which will cause the locking plunger 22 to retract into the suitcase 4 and will enable the passenger to remove their suitcase 4. In order to remove the suitcase 4 it will be necessary to pull the suitcase 4, generally by grasping the handle 28 on the base 6 of the suitcase 4, while pressing the release button 24.

As a further security measure the system 32 is provided with a centralised locking system which permits an authorised user, e.g. a member of the cabin crew or the captain of the aircraft, to lock all of the luggage in the overhead luggage bins 18 and prevent its removal. Such a locking system may be activated at all times during a flight, or only at times when the "fasten seatbelts" sign is illuminated. It is envisaged that in one embodiment of the invention the centralised locking system may be connected into a single system with the "fasten seatbelts" sign, such that both may be activated simultaneously and it will only be possible to remove luggage from the overhead luggage bins 18 when the captain deems it safe to walk around the cabin.

Looking at Figures 5-7, these show the system in a first state (Figure 6), with the centralised locking deactivated, and in a second state (Figures 5 and 7), with the centralised locking activated. It will be clear to the skilled person that a wide variety of locking means could be implemented within the scope of the invention, e.g. locking bars which can be moved across luggage to prevent its removal. The embodiment shown in Figures 5 and 7 utilises the combination of grooves 40 and runners 14 which have been described previously. Once all of the luggage 2 has been loaded into the overhead luggage bins 18 an authorised user can activate the centralised locking system and a locking member 44 moves across the front of each of the grooves 40 to prevent passage of the runners 14 and consequently to prevent removal of the suitcase 4. The suitcase 4 cannot slide out of the grooves 40 and the centralised locking system cannot be overcome by force, or by a release mechanism provided at the overhead luggage bin 18. The centralised locking system must be deactivated centrally by an authorised user. In an alternative embodiment a locking bar may extend upwardly from the bottom panel of the overhead luggage bin (or downwardly from the top panel) to prevent removal of the case. Turning now to Figs. 8-10, these show a second embodiment of a piece of luggage 102 according to the present invention. The luggage 102 is of a generally standard form accepted by most airlines as acceptable cabin luggage. The luggage 102 is in the form of a wheeled suitcase 104 comprising a base 106, a top panel 105, a front panel 107 and a rear panel 109. The dimensions of the suitcase 104 are 25cm x 45cm x 56cm. These dimensions correspond to those which are generally considered as the largest acceptable cabin luggage by most major airlines. However, it will be clear that the dimensions of the case 104 are not a feature of the present invention and they may vary according to the size of the luggage storage space provided by the airlines. The suitcase 104 may be

manufactured from a variety of materials and in a variety of colours, as is the case with currently available suitcases. The body of the suitcase 104 may be a hard case, or it may be a flexible textile material.

Adjacent to the base 106 of the suitcase 104 are a pair of ground engaging wheels 108, upon which the suitcase 104 may be rolled in order to move the suitcase 104 along a floor surface. The suitcase 104 is also provided with a handle 112, which may conveniently be utilised to push and/or pull the suitcase 104 along the floor on the wheels 108. The handle 1 12 is retractable and can be stored within the body of the suitcase 104 when not in use (as will be described in more detail below) and may be deployed when it is desired to transport the suitcase 104 along the floor. The handle 112 will generally be provided with some form of locking mechanism to retain it in the retracted position or extended position, as desired, and the suitcase 104 will generally be stored in a luggage storage space with the handle 112 in its retracted position. Figs. 8 and 9 show the handle 112 in its extended position, in which a user may grasp it in order to move the suitcase 104. Fig. 10 shows the handle 112 in its retracted position, in which it is stored within the body of the suitcase 104. The handle 1 12 locking mechanism is provided to keep the handle 112 in the retracted or extended position, as required, and it will be necessary to exert sufficient force in order to overcome the locking mechanism, although the force required will generally not be too great.

The suitcase 104 is provided with a recess 116 located just above each of the wheels 108. As will be described in more detail with reference to Figs. 11 and 12, the wheels 108 and the recess 116 define the cooperating locating structure of the suitcase 104, which permits the suitcase 104 to engage with the luggage locating means in the luggage storage space.

The suitcase 104 is provided with a detachable external compartment 110 on the rear panel 109. The compartment 110 can be attached to the rear panel 109 of the suitcase 104 by any suitable means, e.g. a zip fastener, such that it can be easily removed by a user as required. It is envisaged that the compartment may be used to store small items which may be required during a flight, as will be described in more detail with respect to Figs. 11 and 12. Other features of the suitcase 104 may be as generally known in the art. The suitcase 104 is provided with an integral internal compartment, which may be lockable, and it may be provided with one or more outer pockets. Additional handles may be provided on the top panel 105 and side panels of the suitcase to facilitate handling by the passenger, checking staff and baggage handlers. The suitcase 104 may be provided with one or more identification panels, for example on the top panel 105 of the suitcase 104.

As can be best seen in Figs. 8, 10 and 12, the suitcase 104 is provided with a pair of locking recesses 114 on the front panel 107. The locking recesses 114 are located adjacent to the top panel 105 of the suitcase and, in use, they act in cooperation with a locking member provided in the luggage storage space to lock the suitcase 104 in position, as will be discussed in more detail with reference to Figs. 11 and 12. The locking recesses 114 are generally u-shaped and they have a locking tooth 114a which extends into the recess 114 and is angled downwardly in a direction from the front panel 107 towards the rear panel 109 of the suitcase 104. In use the locking tooth 114a engages with a cooperating locking member provided on a surface of the luggage storage space, as will be described in more detail with reference to Figs. 11 and 12. Turning now to Figs. 11 and 12, these show a suitcase 104, of the type illustrated in Figs. 8- 10, being engaged with a luggage storage space 118 (Fig. 11 ), and the suitcase 104 once it is locked in place in the luggage storage space 118 (Fig. 12).

Unlike conventional luggage bins the luggage storage space 118 according to the present invention is not a container for the luggage. Rather, the suitcase 104 simply engages with the luggage storage space 118 and remains in view during the flight. The luggage storage space 118 comprises a panel 134 which conforms generally to the shape of the fuselage. A luggage locating means 120 projects outwardly from a vertical portion of the panel 134 and curves in a generally upwardly direction to define a channel which, in use, receives the wheels 108 of the suitcase 104 in the correct orientation. The luggage locating means 120 is in the form of a shelf which runs along the length of the aircraft body and is utilised by each individual luggage storage system 102. Alternatively, individual luggage locating means 120 may be provided for each item of luggage 104.

A pair of spring biased locking members 122 project downwardly from a front portion of the panel 134 and are spaced apart by the same distance as the locking recesses 114 on the suitcase 104. The locking members 122 are in the form of a tooth with an upwardly oriented leading edge 122a which is angled upwardly towards the front of the panel 134 (towards the right as shown in Figs. 11 and 12) and, in use, engages with the locking tooth 114a of the locking recesses 114 to hold the suitcase 104 in place. The locking teeth 114a and the locking members 122 must be strong enough to support the maximum permitted weight of suitcase 104.

A spring (not shown) biases the locking member 122 in a forwardly direction (towards the right in Figs. 11 and 12). The biasing force of the spring can be overcome by pressing the release button 124, or during the action of engaging the suitcase 104 with the luggage storage space 118, as will be described below.

Figure 11 shows a suitcase 104 which is partly engaged with the luggage storage space 118. The first part of the engagement operation involves placing the wheels 108 of the suitcase 104 in the luggage locating channel 120. The leading edge 120a of the luggage locating channel 120 is received in the recesses 116 of the suitcase 104 to provide a secure engagement. Once the wheels 108 are engaged the body of the suitcase 104 is pushed upwardly by a user, as indicated by the arrow in Fig. 11 , until the locking members 122 comes into contact with the locking recesses 114.

When the locking members 122 come into contact with their corresponding locking recesses 114 on the suitcase 104 the sloped surface of the leading edge of the locking members 122a slides over the top edge of the u-shaped locking recess 114, and the continued upward pressure overcomes the biasing force of the spring, causing the locking members 122 to move in a rearward direction (to the left in Figs. 11 and 12) until they reach the bottom of the locking teeth 114a and engage with the locking recess 114. This arrangement serves to lock the suitcase in position and it is not possible to remove the suitcase 104 by pulling it.

A suitcase release mechanism, in the form of a release button 124, is provided on a front edge of the top panel 134, such that it is accessible to a user standing in the aisle of the aircraft. When a passenger wishes to remove their suitcase 104 from the luggage storage space 118 they can activate the release mechanism by pressing the release button 124 to overcome the biasing force of the spring and cause the locking members 122 to move backwards and disengage from the locking recesses 114, thus enabling the passenger to remove their suitcase 104. Since the suitcase 104 is not housed within a compartment it will then drop down towards the user. It is therefore important that the user has a firm grasp of the suitcase 104 and a handle is provided on the top panel 105 for this purpose.

Although not shown in Figs. 11 and 12, the luggage storage system 132 can also be provided with a centralised locking system along the same lines as described with reference to the embodiment shown in Figs. 1-7. For example, one possible arrangement would be a centralised locking system which locks the locking members 122 in the locked position and prevents their release by means of the release button 124. The centralised locking system permits an authorised user, e.g. a member of the cabin crew or the captain of the aircraft, to lock all of the luggage in the overhead luggage storage spaces 118 and prevent removal. Such a locking system may be activated at all times during a flight, or only at times when the "fasten seatbelts" sign is illuminated. It is envisaged that in one embodiment of the invention the centralised locking system may be connected into a single system with the "fasten seatbelts" sign, such that both may be activated simultaneously and it will only be possible to remove luggage from the overhead luggage storage spaces 118 when the captain deems it safe to walk around the cabin.

The locking mechanisms described in respect of the embodiments illustrated in Figs. 1-7 and 8-12, respectively, are only examples of the types of locking mechanisms which could be utilised within the scope of the present invention and it is acknowledged that alternative forms of locking mechanism could be used without departing from the scope of the invention.

Although the present invention has been described with reference to the embodiments shown in Figures 1-7 and 8-12, it will be clear that a wide variety of alternative

embodiments could be devised within the scope of the invention. In an alternative embodiment of the invention the luggage may not be in the form of a suitcase 4, 104, but could be a bag, or other item of hand luggage, which has the necessary features to engage with the luggage storage system 32, 132. The present invention has been described with reference to its application as a luggage storage system for aircraft. However, it will be clear that the invention is not limited to such application and could be used to replace any currently available luggage storage systems. By way of example, it is envisaged that the present system could be used in any mass transportation vehicle, such as buses, boats, aircraft, trains, or any other location where luggage bins, or luggage storage spaces, are provided for the storage of luggage.