CABIN

The invention relates to a container fit for transporting air-cargo in the passenger cabin of an airliner while complying with classes B, C or F of the Dangerous Goods Regulations of IATA (International Air Transport Association). In particular, the invention relates to a mobile air cargo container comprising a container body, an undercarriage supporting the container body and an anchoring mechanism. The undercarriage may include e.g. wheels, castors or rollers. The invention further relates to a system for anchoring a mobile air cargo container to at least one seat rail for a passenger seat in an aircraft. Such a mobile air cargo container and such a container anchoring system are known, e.g. from DE 20 2020 102 904 Ul.

Transportation of cargo via airplane is one of the most time-efficient methods of transporting goods domestically or internationally, and thus plays an important role in the supply chain of complex, time-sensitive or perishable goods. Currently, the majority of airfreight is transported in dedicated cargo airplanes. Although this works well for large uniform shipments that occupy the majority of the cargo capacity (in volume, by weight or both), smaller shipments need to be combined to achieve an economic favorable operation. Such combinations often reduce the benefit of time-efficient transport by airplanes and may reduce the maximum price customers are willing to pay for air transport. Limited amounts of certain goods can be transported together with passenger luggage in the ‘belly’ of the airplane.

At the same time, passenger aircraft may also be operated at sub-maximal or sub-optimal capacity, due to temporary fluctuations in demand, such as during a global pandemic. Solutions from the prior art to utilize volumetric and weight capacity on the passenger deck of the passenger airplane require major modifications to the airplane (such as floor reinforcements, enlargement of doors, etc.), have limited cargo capacity, or require extensive time/personnel to load and unload. Most importantly, none of the prior art solutions allow simultaneous transport of class F cargo and passengers, limiting the types of goods that can be transported. Each of these downsides drastically reduces the economic (and/or environmental) benefit of combining passenger and cargo solutions on deck of a passenger airplane. Therefore, there still is a need for a cargo solution that can be combined with passengers in a safe and efficient manner and/or allows rapid change of the passenger deck of a passenger aircraft to full cargo deck and back.

The above-cited document DE 20 2020 102 904 Ul discloses a freight container for transporting cabin freight in an uninterrupted door-to-door transport chain and for converting a passenger seat arrangement in a passenger cabin of an airplane, comprising a freight unit with a base element for carrying goods to be transported, a top side, front sides and longitudinal sides, wherein the floor element, the ceiling side, the front sides and the long sides define a container interior for receiving the goods to be transported, a transfer device for supporting the freight unit on a cabin floor during a transfer of the freight container via this cabin floor, and a floor-side fastening device, wherein the transfer device and the fastening device can be switched from a transfer position to a transport position and vice versa.

Document US 5 090 639 A discloses a system for carrying cargo in a passenger aircraft having containers, floor panels, seat tracks, and cargo locks. Containers are dimensioned to pass through a passenger door of an aircraft, fit under the overhead luggage racks of the aircraft and, when one container is positioned on each side of the passenger cabin of the aircraft, leave sufficient space between the containers to permit an aisle of the minimum size required by aviation safety regulations.

Document US 2022/001984 Al discloses a system for restraining a cargo container in a cabin of an aircraft. The system may include a guide rail, a rail and a plurality of rollers. The guide rail spans a length of a seat track and is releasably coupled to the seat track at one or more locations on a bottom surface of the guide rail. The rail is attached to a surface of the cargo container. The rail engages with the guide rail. The plurality of rollers are coupled to the guide rail. The rollers engage a surface of the rail.

And finally, document US 4 747 504 Al discloses an aircraft cargo container having sides, inboard and outboard ends, a horizontal top and a horizontal bottom. The bottom is rectangular and provided with casters located in corner recesses. The inboard end and both sides of the container are substantially vertical, while the outboard end substantially conforms to the curvature of the aircraft fuselage cabin cross section. The inboard and outboard ends are so sized that the container will freely pass through a standard left side passenger entry door. The sides are so dimensioned that when two containers are located end-to-end with their inboard ends opposed, they will substantially fill the aircraft fuselage cabin cross section with clearance between themselves and between themselves and the aircraft fuselage, so that a plurality of containers can be arranged within the aircraft in two longitudinal rows, the containers of each row having adjacent sides opposed.

The invention relates to a container and to a system which are fit for transporting air-cargo in the passenger cabin of an airliner while complying with classes B, C or F of the Dangerous Goods Regulations of IATA (International Air Transport Association).

In particular, the invention provides a mobile air cargo container of the type described above, wherein the anchoring mechanism is arranged close to the undercarriage and is configured for anchoring the container to at least one rail connected to a deck of an aircraft, wherein the container body has a length, a width and a height and wherein the width of the container body is adapted to substantially correspond with a distance between two rows of seats on the deck, and the length of the container body is adapted to correspond substantially with a width of a passenger seat. Standard passenger seats in economy class may have a width ranging from approximately 16 to 19 inch (41 to 48 cm) and a pitch (defined as a distance between a point on one seat and a corresponding point on a seat in front) ranging from approximately 28 to 32 inch (71 to 81 cm). Further embodiments of the mobile air cargo container are defined in claims 2-17.

The invention further provides a system for anchoring a mobile air cargo container of the type described above, which comprises at least one coupling member which is configured for connection to the anchoring mechanism of the container on one hand and is mountable on the at least one seat rail on the other. Further embodiments of the container anchoring system are defined in claims 19-24.

And finally, the invention provides an aircraft comprising a passenger cabin having passenger seat rails and a mobile air cargo container anchored thereto as defined in claim 25.

The size, configuration and safety-enhancing features of the container of the invention may be such that it can be used in combination with passengers sitting in the same cabin and takes the floorspace, including associated locks, of the passenger seat it may replace. The container system may allow a quick adaption to changing market conditions in passenger demand to fill the empty seat(s) with (class F) cargo in an efficient way that may allow turnaround within, or substantially similar to, the allotted time of a normal all-passenger operation. Reconfiguration of the aircraft, by increasing or decreasing the number of container spaces, may take minimal time as cabin infrastructure may remain intact, with the exception of the passenger seats that are removed from places allotted to containers.

Cargo containers as known from prior art which are substantially larger than the containers, of the invention compromise cabin infrastructure to be able to load or offload them and require specialized cargo equipment to load and unload the aircraft, both preventing economical reconfiguration of the aircraft to conditions of passenger demand versus cargo space demand.

Cargo containers as known from prior art which are substantially smaller than the containers of the invention may leave the seat-frames intact but require massive numbers of personnel to fasten and unfasten the containers to/from the seat-frames and hand-carry the cargo during loading and unloading, limiting weight to comply with prescribed weight restrictions, increasing turnaround times.

Containers are limited to class B in the absence of a means to close off the ventilation in case of fire as prescribed for transportation of class F goods by IATA.

To protect the integrity of a (cargo)container in the cabin, the air pressure must be regulated relative to the cabin air pressure, even when cabin air pressure suddenly drops to outside air pressure by mechanical failure of the aircraft or its systems. Therefore, there is a need for improved cabin cargo container solutions able to efficiently and safely transport air cargo in the cabin of passenger aircraft whilst transporting passengers, including cargo of class F of the Dangerous Goods Regulations of IATA.

The maximum height of the container of the invention depends on the layout of the applicable cabin interior and may in a preferred embodiment of the invention be chosen at a height to allow visual contact with the smoke detector and access to the receptacle for the fire suppressant at each container, both requirements according to IATA class F regulations. Also this height would enable transport in the cargo hold of most aircraft types (Fig. 1-3). Lower heights (or a combination of different heights) of the container(s) of the invention may be used for aesthetic or safety reasons (e.g. an uninterrupted line of sight through the cabin).

The width and depth of the container can be any dimension that fits through the regular cabin door and aisles, and in a preferred embodiment of the invention do not exceed the floor space allocated to a single passenger seat. A narrower version of the container of the invention may allow five containers to replace a four-seater (i.e. four adjacent seats in a single row) or allow four containers to replace a three-seater (i.e. three adjacent seats in a single row), or allow three containers to replace a two-seater (i.e. two adjacent seats in a single row). A wider version of the container of the invention may allow two containers to replace a three-seater or allow three containers to replace a four-seater or one container to replace a two-seater. This wider version results in an increased capacity and cargo dimensions (i.e. the dimensions of a single parcel or assembly of parcels) per unit, and fewer units to (un-)load with increased aisle width.

To allow handling of this container (preferably by a single person), during loading to and unloading from the aircraft, the container may be fitted with free castering wheels, at least two (preferably sets of) wheels on each side. In a preferred embodiment of the invention, each set of wheels may be fitted with a weight sensor. Alternatively, the weight sensors may be placed inside the container in between a double floor.

To allow for rapid and precise positioning of the container in the exact position required for immobilization to the floor rails, the bottom and/or optionally the side of the container may be equipped with two guidance- and lock-bars (Fig. 4), one on each side of the container. For clarity, the guidance- and lock-bar may be a single structure fulfilling both functions (i.e. guiding and locking) or two separate structures.

Each lock-bar may be fitted with a proximity sensor to indicate if the lock-bar is properly locked (its position relative to the guidance rail and brakes are applied) to its guidance rail which is attached to the regular passenger seat rail. In a preferred embodiment of the invention, each lockbar may additionally be fitted with a spring-loaded roller at each end pressed horizontally against the guidance rail attached to the floor rails, centering the container during loading.

Each guidance rail may have a strip mounted in such a way that the container may be guided by the rollers on the container to its exact lateral position between the guidance rails and when the rollers each reach the end of the strip the container will have located itself to its exact longitudinal position. Lateral positioning may be reached or enhanced by a curvature in the floor panel (Fig. 17, 18, 22) (slightly lower than the remaining surface of said floor panel) mounted between the guidance rails to steer the wheels to the lateral correct position in a gravity assisted manner. In an alternative embodiment, the rollers may be mounted to the rails attached to the floor instead of the container, and in such case the guidance rails attached to the container are to achieve the same functionality. Exact longitudinal location can also be reached by proximity measurement toward the rail mounted stop block and/or the previous positioned container. The same may also be achieved through the use of rubber stop blocks mounted on the most protruding edge or surface of the body of the container.

The mechanical lock- and brake-system may be preferably applied via a two pedal system, one to lock and one to unlock. Alternatively, a single pedal system may be used that performs both locking and unlocking actions.

The lock-bar brakes (Fig. 22 - 26) may be pressed preferably vertically against the guidance rail which may be mounted on and perpendicular to the standard rail system on which normally the passenger seats are mounted. Such lock-bars may be actuated mechanically or electronically (e.g. through the use of a stepper or servo motor operated pinion wheel) and may be locked in position by the main actuator (e.g. the pedal, stepper motor or servo motor), or with an additional locking mechanism (e.g. a solenoid that operates a pin perpendicular to the direction of motion of the lock-bar).

The standard rail system runs from the front of the aircraft cabin to the rear. The guidance rails may absorb and guide to the rails the longitudinal aircraft deceleration forces prescribed to withstand 9G in the same way that the passenger seats do. Lateral aircraft deceleration forces are prescribed to be withholding up to 2G.

On each lock-bar, a pick-up may be mounted that transmits a push force to a pin-lock mechanism to lock the access doors, thus preventing opening during flight. The mechanical linkage of the entire lock- and brake system can also be made electrically, pneumatically, hydraulically and/or electro-mechanically powered, preferably controlled by a detection, control and communication module (DCCM).

The mechanical positioning, lock-bar and brake application can also be verified electronically by the DCCM.

If the lock pedal is activated, or commanded by the DCCM, the individual brake on each free castering (set of) wheel(s) may also be applied irrespective whether the guidance rail is present or not, as indicated by the proximity sensor. The wheel brake may be mounted between the swivel point and the wheel axel so as to be effective irrespective of the wheel angle position relative to the container. The wheel brakes can thus also be functional outside of the aircraft. In a particular embodiment of the invention preferably at the middle support bracket of the righthand side lock-bar a camera may be installed to read the QR code at the corresponding guidance rail to identify the position (equivalent seat number) of the container inside the aircraft. Alternately a barcode reader can be installed with a barcode at the corresponding guidance rail or a NFC system to exchange that same information.

On top of the container of the invention, a detection, control and communication module (DCCM) may be mounted (Fig. 7 - 9). In an alternative embodiment, the DCCM may be mounted on the front, back, side, bottom of or internally in the container.

Fire detection is preferably achieved by the fire/smoke detector (Fig. 8) optionally augmented by a temperature sensor (Fig. 8). Alternatively, the temperature sensor can be the primary method to detect a (starting) fire.

Control of the pressure differential over the container walls may be maintained by a pressure regulating system consisting of one or more spring-loaded inflow valves (RH side of Fig. 10) that avoids negative pressure inside the container relative to the cabin pressure and one or more spring-loaded outflow valves (center of Fig. 10) that also protect the container integrity in case of cabin pressure loss by regulating outflow of the relative overpressure inside the container. In case of fire or smoke detection, the outflow-valve(s) will be locked closed. The container may be designed to withstand the higher temperature and pressure caused by fire and associated suppression actions. This may be achieved by installing an internal membrane (Fig. 6) or external balloon that by virtue of its flexibility allows for expansion of the connected internal volume of the container, and thus may relieve of the pressure differential over the wall of the container imposed by changes in cabin pressure, without exposing the (nearby) passengers to vapors, particles and/or gasses of the (class F) goods inside the container.

The overpressure function, activated in case of sudden loss of cabin pressure or failure of the outflow valve, to protect container integrity may remain active however by an independent overpressure outflow valve (overpressure burst cap) (left side of Fig. 10). The compartment or connection to the overpressure burst cap may be equipped with a net, grating, grid, filter (e.g. a particulate filter or carbon filter) or combination thereof, to protect passengers from particulates, smoke and/or harmful gasses that may be emitted during explosion and/or fire inside the container. In such case the net, grating or filter should be reinforced to withstand the forces of a rapid decompression. Such a filter may also be applied to compartments and valves associated with venting of over-pressure during normal operation to further increase safety for passengers.

In alternative embodiments, the inflow-valve(s) and outflow-valve(s) may be gravity assisted, (electro)magnetically or pneumatically operated. In all cases, the inflow valve(s) and outflow valve(s) can be set to a specified pressure differential between inside and outside of the container, resulting in opening and release of (negative) pressure at specified pressure differences. The opening and closing of the valves can either be mechanically pre-set (e.g. by choosing a spring of particular strength) or be electronically regulated in a dynamic fashion. Importantly, both inflow- and outflow-valves are preferably independent from each other and may be unidirectional.

The valve(s) can be locked open or additional hatches can be installed to allow ventilation to transport live animals (or other cargo that requires ventilation and that does not pose danger to cabin personnel and passengers) or to allow to serve as lower deck class C container. (Part of) the upper side of the container may be transparent to monitor the interior of the container, or a camera may be used for such monitoring. In alternative embodiments of the invention, one or more sides of the container may be transparent instead of, or in addition to, the top being transparent or having a camera. In yet another embodiment, more than one camera may be included inside the container to provide images from other angles. Fire suppression may be administered into the container through the inflow valve assembly (Fig. 10). As the container may be sealed throughout, the amount of administered Halon suppressant is maintained until the cabin pressure rises during aircraft descent, allowing to achieve the degree (i.e. percentage of gas content) of Halon suppressant required for effective fire suppression with relative minimal volumes of Halon.

During aircraft descent the prescribed Halon degree inside the container can be regained by adding an additional quantity of administered Halon. The standard cabin equipment Halon fire extinguisher can be used in conjunction with a dedicated lance which connects the extinguisher to the receptacle (right side Fig. 10) of the applicable container. Up to three lances of different lengths may have to be used depending on the subject containers’ position for fire-fighting from the aisle. A semi-flexible, or extendable lance could be used instead of the three mentioned ones. In a particular embodiment of the invention, the inflow valve (right side Fig. 10) may be governed by the DCCM on the basis of pressure sensor output and/or fire detection system output, or alternatively the inflow valve may be opened by the pressure of the fire extinguisher. In the latter case, the insertion of the lance may isolate the compartment containing the inflow valve from the compartment containing the outflow valve (Fig. 10). Similarly, the outflow valve (center Fig. 10) may be governed by the DCCM on the basis of pressure sensor output and/or fire detection system output, or alternatively the outflow valve may be closed by the mechanical action of the fire extinguisher lance.

In another embodiment of the invention, the container may be equipped with a Halon extinguisher, either built-in or attached to, that can be activated by the DCCM and manually or electronically overridden.

Communication on the progress of the firefighting procedures may be verbally maintained between cabin crewmembers and cockpit crewmembers but situational awareness may preferably be maintained with the cockpit and/or purser station through a modified telephone or other WiFi carrying device (e.g. Raspberry Pi). If the airline prefers, other transmission protocols such as Bluetooth or X10 (Domotica), or any other applicable protocol may be employed. In many airlines WiFi is already installed on board and available in the warehouse. A device like Android, Raspberry Pi, Arduino or Odroid or similar is preferred as the platform of the DCCM as these devices can easily be reconfigured via open source software and QR identifying cameras, temperature sensors and displays and the like are readily available for these platforms.

The built-in camera and flashlight can substitute the viewing of the container interior via the transparent topside, also from the aisle. The field of view of said (built-in) camera and/or flashlight may be adjusted by means of mirrors, prisms, lenses, or optic cables.

The DCCM may collect data from various sensors such as position on board, weight, temperature, lock-status, fire alarm status, sounds (e.g. from live animals) and battery power status, and shares this information together with logistical data such as destination and Notoc/DGR data (Notice to Airmen and Dangerous Goods information according the IATA prescribed procedures) over the aircraft (WiFi) network. In a preferred embodiment of the invention, the DCCM may be based on a (modified) cellular (smart)phone, as cellular phones already have several critical components installed, such as a rechargeable battery, a display for aforementioned collected data, one or more independent, wide-accepted communication protocols (GSM, WiFi, Bluetooth, NFC, etc.).

An exchangeable powerbank (Fig. 11) can be installed to power the DCCM and sensors preferably via an USB(-C) hub (Fig. 11). Another means to transfer power and sensor data may be employed.

In the warehouse these data can also be shared over the warehouse (WiFi) network (except the position on board data). After the container doors are opened, data may be (automatically) reset as the data may not be valid towards the contents of the container. Data may be kept locally on the DCCM and/or preserved on the network for forensic, analytical, logistic or other purposes.

When doors are closed, recorded weight may be frozen and data such as destination, aircraft registration and DGR data may be entered on the screen and/or integrated keyboard or fed from a handheld device via any wired or wireless communication protocol accepted by the DCCM (e.g. Bluetooth, NFC, QR code, WiFi) or via the central network connection (e.g. the warehouse WiFi).

For safety purposes, in the preferred embodiment, these data can only be changed after the doors are reopened.

Optionally this container can be enabled to carry temperature-sensitive air-cargo, by passive insulation, passive cooling and/or active cooling, passive heating and/or active heating and any combination thereof. Such methods are known to those skilled in the art. To prolong the maintenance of a temperature-controlled environment, an active heating and/or cooling system can be employed, usually in combination with additional isolation and a higher capacity power supply.

Such power supply may preferably be contactless and can be used to power the refrigerator or heater (e.g. heating lamps for newborn chicks).

The charging station on the container can be lowered if needed toward the static charging unit by means of the mechanical locking/parking system or electrically powered from the USB(-C) hub, controlled by the DCCM. The static charging unit may be contained into/onto the hard surfaced floor-panels mounted in between the guidance rails. If the static charging unit is employed on all container positions, the exchangeable power bank may be omitted as the modified telephone may be kept charged during its power consuming modes in the aircraft. Optionally in the warehouse the DCCM can manually be shut down or location-triggered (e.g. by connecting to warehouse wired or wireless communication protocols) with the doors in opened position so the internal battery will be sufficient. In the aisles hard surfaced floor panels, similar to those mounted between the guidance rails, may be mounted between the rails at each side of the aisle as far as the rows that are configured to carry said containers. The hard surfaced panels are meant to augment maneuverability of said containers by only one person.

A similar power system can be used to (pre-)cool the container at the warehouse. Also this cooling system can augment a dry-ice based system to extend the endurance of the dry-ice, even if -80°C is not achieved.

Another option is to enable the container of the invention to carry high valuables. Apart from additional strengthening, the access-doors may mask a second door which may be securely locked by an electronic lock, preferably a hard to hack Bluetooth activated lock (Yale system). Masking the second door may carry the benefit of obfuscating the transport of valuables. Alternatively, the access doors themselves may be hardened and equipped with adequate locking, preferably an electronic lock.

The entry app on the modified DCCM may be protected, preferably via a password or pincode, but other means of identity verification may also be used, including face recognition, fingerprint detection, keycard (magnetic strip, NFC or QR code), or any other method known to those skilled in the art.

This modified DCCM can also carry a GSM card and/or may be (additionally) connected to the GPS, or Apple Airtag, or Bluetooth network for tracking the (valuable) cargo when off- board.

Another option is to enable the container of the invention to be/carry a safety container for inflight emergencies originating from outside the cargo carrying containers (e.g. passenger carried devices). This container may be strengthened to withstand intense heat and shrapnel to for example combat Lithium fires or small explosions. In yet another embodiment, the container of the invention may deployed as an vending machine, containing (all) elements of (semi)automated serving of cooled/hot beverages, snacks, inflight accessories (e.g. earplugs, headphones, neck-pillows, etc.) or other on-board sales.

The automatic lock of the access doors can be disabled to allow access during flight. The container may optionally contain one or more shelves, hooks or other elements to improve loading, unloading, stacking, capacity utilization, etc.

All container variants of the invention can travel on lower deck on a modified pallet containing guidance rails provided the outflow valve(s) or additional hatches are locked in open position allowing travel complying with class C mode of the Dangerous Goods Regulations of IATA.

Brief description of drawings

In the provided figures, which may include multiple angles of the same object or part of the invention, identical reference numbers identify the same of similar elements. The size and relative position of the elements may not necessarily be drawn to scale, especially in figures providing a perspective view. The shape of the elements is an arbitrary shape to provide an recognizable element in the figures. A person ordinarily skilled in the art may find other shapes that would provide similar function or benefit.

Figure 1 provides a frontal view of the container 1 of the invention, presented in isolation of other elements of the invention. Visible are the optional bars 2 mounted on top for pushing the container 1, the DCCM 3, two doors 4 with four (preferably 270°) hinges 5 each, two (of four) castor wheels 6 and the locking mechanism 7. Each door 4 is shown to have a (preferably 90°) turning handle 65. A person ordinary skilled in the art may recognize that an alternative number or shape of hinges 5, doors 4, handles 65, wheels 6 and pushing grips 2 may be used.

Figure 2 provides a perspective view, highlighting the top T, front F and right side R of the container 1 of the invention, presented in isolation of other elements of the invention. The bar 2 running along the periphery of the top T is shown to include an interruption 66 opposite the DCCM 3. This interruption allows the DCCM 3 of an adjacent container 1 to be viewed and accessed when a series of containers 1 are placed side-by-side.

Figure 3 provides a perspective view, highlighting the top T, back B and right side R of the container 1 of the invention, presented in isolation of other elements of the invention. A vent cap 14 is shown, which will be discussed later.

Figure 4 provides a view of the bottom U of the container 1 of the invention, presented in isolation of other elements of the invention. Visible are four castor wheels 6 located at the corners of the container 1, two locking mechanisms 7 (left and right) and an optional wireless or contact charging plate 8 (center). Each locking mechanism 7 is shown to include a motor 33. Figure 5 provides a perspective view, highlighting the top T, front F and right side R of the container 1 of the invention, presented in isolation of other elements of the invention. The front doors 4 are open to highlight the inside 9 of the container 1. A floating floor plate 32 is shown, which provides a weighing function. A rubber seal 30 surrounds the opening. A person ordinary skilled in the art may recognize that an arbitrary number of shelves, nets, hooks or other storage solutions may be used inside the container 1.

Figure 6 provides a perspective cut- through view of the inner roof 10 of the container 1, showing the optionally slanted roof, and the top inside of both container doors 4. The slanted roof 10 comprises a flexible membrane which forms a chimney towards the bottom of the DCCM 3. This bottom side of the DCCM 3 is shown to protrude through a hole 11 in the top of the container 1, providing the smoke detector 12 and pressure regulating elements 13 of the DCCM 3 direct access to the internal environment 9 of the container 1.

Figure 7 provides a detailed perspective view of the top of the container 1, showing the optional push/pull bars 2 affixed to the top T of the container 1, the DCCM 3 and the vent 28 connecting the air pocket 29 between the slanted inner roof 10 and the top T of the container 1, capped with a structure 14 to prevent fluids (e.g. rain) entering said air pocket 29.

Figure 8 provides a perspective view of the DCCM 3, isolated from other elements of the container. The backside 15, bottom 16 and right side 17 of the DCCM 3 are visible. The bottom 16 is shown to include a Halon/air entry port closed by a valve 67 which allows Halon to enter the interior of the container in case of a fire or the entry of air in case of under pressure. An air vent port 68 allows air to be vented from the inside of the container in case of overpressure. In case of underpressure in the container, air is drawn in through an air entry port 70 in the backside 15. A rectangular mesh/filter 69 in the bottom 16 allows air from the inside of the container to escape through a blast-cap 63 in the backside 15 in case of sudden or extreme overpressure. The smoke detector 12 and an optional thermometer 23 are shown to protrude from the bottom 16. The DCCM 3 can be mounted on the container 1 by arranging bolts in threaded holes 71 from the inside of container 1.

Figure 9 provides a perspective view of the DCCM 3, isolated from other elements of the container. The front 18, top 19 and right side 17 of the DCCM 3 are visible. The receptacle 20 for the lance of the Halon extinguisher is visible on the slanted right frontside 21 of the DCCM 3, while a display 26 is arranged in the straight part of the front 18. Maintenance hatches 72, 73 fixed by bolts 74 provide access to first and second compartments of the DCCM 3 from the outside of container 1.

Figure 10 provides a cut- through vertical view of the right side of the DCCM 3, showing the internal elements of the pressure acting/regulating part of the DCCM 3. Front side 18 of DCCM 3 is on the right in figure. Receptacle 20 in slanted frontside 21 is closed by a valve 75 supported by a rod 61 and biased towards the receptacle 20 by a spring 76. Rod 61 extends through an opening 82 in a wall 81 separating first compartment 57 from second compartment 58.

Halon/air entry port 77 connecting first compartment 57 to the interior of the container is shown to be closed by valve 67, which is biased by a spring 78, effectively pulling it closed. Air vent port 68 connects second compartment 58 to the interior of the container. This port 68 is closed by valve 59B biased by spring 79. The tension of spring 79 is increased when part 59A is engaged by a block 60 mounted on rod 61. A silencer 80 is arranged between second compartment 58 and air entry port 70. A third compartment 62 connects mesh/filter 69 with overpressure burst cap 63. Rectangular mesh/filter 69 prevents particles, smoke and/or hazardous gasses escaping through the opening left by burst cap 63 in case of overpressure due to fire and/or fire extinguishing actions.

Figure 11 provides a cut-through horizontal view of the DCCM 3 from the top, showing both left side (containing smoke detector 12, other detectors (e.g. thermometer 23), internal battery 24, connectivity multiplexing device(s) (e.g. USB-hub 25), controlling and communicating elements 27, e.g. in the form of a mobile device, Raspberry Pi or similar CPU, and screen 26) and right side (containing all pressure acting/regulating elements) of the DCCM 3.

Figure 12 provides a cut- through vertical view of the left side of the DCCM 3, showing the controlling and communicating elements 27, battery 24 and interaction elements including the display 26 of the DCCM 3. Front side 18 of DCCM 3 is on the right in figure.

Figure 13 provides a cut- through perspective view of the left inside of the container 1 and DCCM 3, showing the air vent 28 with associated cap 14 connected to the air pocket 29 between the slanted (flexible) inner roof 10 and the top T of the container 1, the left side of the DCCM 3 and the rubber seals 30 providing an air-tight enclosure when the doors 4 (top part of the left door 4 shown) and outflow valves are closed.

Figure 14 provides a cut- through vertical view of the bottom part of the container 1 of the invention, showing the left two castor wheels 6, two of the four optional weight sensors 31 attached to the inner floor plate 32 on which the container contents rest, the left locking mechanism 7 with the backside of the electric (stepper) motor 33, including the manual override 34, shown, and the rubber seals 30 providing an air-tight enclosure when the doors 4 (top part of the left door 4 shown) are closed.

Figure 15 provides a perspective overview of three rows of each three containers 1 of the invention locked in place behind two rows of three seats 40A, 40B, 40C on the port side of the aisle 42. Three seats 40A-C are supported by two seat frames 22 which are mounted in seat rails 45. Also shown are the floor plates 35, 44 and I-beams 36 which form guidance rails for guiding and locking the containers 1 of the invention. Additionally, standard overhead bins 37, a doghouse 38, structural elements 39 and a cabin wall 41 including a series of windows 43 of the airplane are shown. A person ordinary skilled in the art will recognize that other arrangements of the seats, other arrangements of the containers 1 in relation of the seats, as well as other number of containers 1 per row (including non-fully loaded/occupied) may be used.

Figure 16 provides a cut-through top view of the arrangement of figure 15. The starboard side of the aisle 42 is not populated for clarity, a person ordinary skilled in the art will recognize multiple configurations possible.

Figure 17 provides a perspective view of the floor plates of the invention, isolated from other parts of the invention. Shown are two floor plates 35 providing space for each three containers 1 (under-cart floor plates), corresponding aisle floor plates 44, with passenger seat adapters 48, and I-beams 36 to lock containers 1 to. Each I-beam 36 has locking holes 51. A wheel guiding gutter 46 having a tapered entry is arranged at each side of the under-cart floor plate 35. A backstop 84 closes off all gutters 46. Three wireless charging plates 83 are arranged in a top surface of each under-cart floor plate 35. In between passenger seat adapters 48 of the aisle floor plates 44, parts of one of the standard passenger seat rails 45 is visible.

Figure 18 provides a perspective view of three options of the under-cart floor plates 35, providing two options 35 A, 35B for wireless/contact charging and one uncharged 35C (right figure). The thinner floor plate 35B having charging plates 83 on protrusions saves weight in comparison to the full-bodied floor plate 35A. Also visible are the wheel guiding gutters 46 (two per floor plate) and the connectors 47 to lock (e.g. via pressure fit) the aisle floor plates 44 to the under-cart floor plates 35.

Figure 19 provides a detailed perspective view of the standard passenger rail 45 with a cut- through of the connector 56 attaching the floor plates 35, 48 and I-beams 36 to the passenger seat rails 45. The passenger seat rail 45 has a U-shaped cross-section at the location of each circular opening 85 and an undercut cross-section at the location of a narrower slot 86 connecting two openings 85. The connector 56 has an inverse T-shaped cross section including a disk 87 and a stem 88.

Figure 20 provides a perspective view of the bottom of several aisle plates 44 and undercart floor plates 35, three I-beams 36, as well as the underside of a passenger seat adapter 48 (right). Multiple rows of connectors 56 for attaching the floor plates 35, 44 and I-beams 36 to the passenger seat rails 45 are visible, as well as rows of connectors 47 for connecting the various floor plates 35, 44 and adapters 48.

Figure 21 provides a cut-through, exploded view of the floor plates 35, 44, showing how the aisle floor plate 44 is attached to the under-cart floor plate 35 and slanted passenger seat floor plate 48, keeping it in place. The aisle floor plate 44 has holes 89 for receiving connectors 47 of the other floor plates 35, 48. A person ordinary skilled in the art may recognize other connector types, plate arrangements and connections resulting in the same functionality. Figure 22 provides a detailed perspective view of the front of the container wheel 6 on top of the under-cart floor plate 35. This figure also shows some details of the locking mechanism 7 discussed below.

Figure 23 provides a cut-through perspective view of the locking mechanism 7 used to keep the container of the invention in place during flight, by connecting tapered pins 50 on the lock-bar 49 to the (corresponding holes 51 in the) I-beam 36. The eccentric pinion wheel 52 is shown to have been rotated to the engaged position, pushing the lock bar 49 upwards towards the I- beam 36. For clarity, the locking mechanism 7 is shown in isolation and a wall of its housing has been removed.

Figure 24 provides the same view as figure 23, with the pinion wheel 52 and lock-bar 49 in unengaged position, allowing the container 1 to be moved.

Figure 25 provides another cut-through perspective view of the locking mechanism 7 in engaged position and the I-beam 36 it locks the associated container to. The tapered locking pin 50 is shown to have a cylindrical lower part 53 that is slidable in a bushing 54. The container is not shown for clarity.

Figure 26 provides the same view as figure 25, now with the locking mechanism 7 in unengaged position, allowing the container to be moved. The container is not shown for clarity.

Figure 27 provides a perspective view of the (stepper) motor 33 used in the locking mechanism 7. Multiple variations of the motor are shown, with various styles of manual override 34a-d that directly connect to the motor axis. For clarity the motor 33 is shown in isolation. A person ordinary skilled in the art may recognize that other types of motor (e.g. servo motor, or geared DC motor with feedback mechanism), as well as other types and placement of manual override may also work.

Figure 28 provides the same view as figure 10, now with the rod 61 in the engaged position, such as during Halon extinguishing. The lance of the Halon extinguisher is not shown for clarity. As can be seen from the figure, during extinguishing, the opening 82 between first compartment 57 and second compartment 58 is closed, and the outflow valve 59 in second compartment 58 is pushed closed by the block 60 attached to the rod 61, preventing escape of toxic fumes via the outflow valve 59. Even during extinguishing, third compartment 62 remains connected to the internal environment 9 of the container 1, thus extreme over-pressure may be released via the over-pressure burst cap 63 in third compartment 62.

Figure 29 provides a perspective cut-through view of the right side of the DCCM 3, showing the pressure acting/regulating elements of the DCCM 3. From this figure it can be appreciated that first and second compartments 57, 58 are in fact in open connection with each other, when the rod 61 is not engaged. Although the invention has been illustrated by reference to various embodiments, it is not limited thereto and may be varied in many ways. The scope of the invention is defined solely by the appended claims.