Adjustable restraint assemblies

Systems and methods are disclosed herein for guide assemblies. A guide assembly is provided comprising a sliding rail comprising a first channel and a second channel, a first fitting comprising a first retaining rail, wherein the first retaining rail is configured to slide within the first channel, and a second fitting comprising a second retaining rail, wherein the second retaining rail is configured to slide within the second channel.

FIELD

The present disclosure relates generally to cargo management systems. More particularly, the present disclosure relates to cargo management systems that restrain cargo with respect to a vehicle, such as an aircraft.

BACKGROUND

Conventional aircraft cargo systems typically include various tracks and rollers that span the length of an aircraft. Rollers are driven by power drive units (“PDUs”) that convey cargo forward and aft. Cargo is typically loaded from an aft position on an aircraft and conducted by the cargo system to a forward position. Conventional systems are typically designed to accommodate a particular pallet size.

SUMMARY

A guide assembly is provided comprising a sliding rail comprising a first channel and a second channel, a first fitting comprising a first retaining rail, wherein the first retaining rail is configured to slide within the first channel, and a second fitting comprising a second retaining rail, wherein the second retaining rail is configured to slide within the second channel.

A restraint assembly is provided comprising a restraining stop comprising a first channel, a first fitting comprising a first retaining rail, wherein the first retaining rail is configured to slide within the first channel, and a roller disposed in the first fitting.

DETAILED DESCRIPTION

As used herein, “aft” refers to the direction associated with the tail of an aircraft, or generally, to the direction of exhaust of the gas turbine. As used herein, “forward” refers to the direction associated with the nose of an aircraft, or generally, to the direction of flight or motion.

An aircraft cargo management system may comprise various guide assemblies (also known as “lead-in-guide assemblies”) and restraint assemblies. Cargo may be loaded from a forward position on an aircraft and moved to an aft position. The guide assemblies facilitate a cargo pallet to engage with restraint assemblies, for example, by facilitating a change in the direction and/or orientation at locations where the cargo area is either reduced or increased. Cargo pallets may then be secured to, among other things, the restraint assemblies to restrain the pallet from motion relative to the restraint assemblies.

Depending upon customer requests, different sized pallets may be used with aircraft cargo management system. Conventionally, significant modification of an aircraft cargo management system would be associated with changing from accommodating one pallet size to another, including the use of many alternate parts and the expenditure of a significant amount of labor.

However, as disclosed here, in various embodiments, aircraft cargo management systems are provided herein that may accommodate multiple pallet sizes. In that regard, guide assemblies and restraint assemblies are provided that may adjust to accommodate different pallet widths.

In various embodiments, guide assemblies and restraint assemblies are provided that are configurable to take on one or more positions to accommodate varying pallet sizes. In that regard, as provided herein, guide assemblies and restraint assemblies may have a portion that mounts to an aircraft (a “mounted portion”) and a portion that is configured to change position with respect the mounted portion (a “slidable portion”). In various embodiments, a rail and channel structure is used to allow the slidable portion to engage with and slide with respect to the mounted portion. Also in various embodiments, a locking system such as a torque kit comprising a bolt or screw may be used to restrain the slidable portion from sliding with respect to the mounted portion. In that manner, the slidable portion may be positioned with respect to the mounted portion such that a pallet of a first width may be accepted and the slidable portion may be then secured with respect to the mounted portion via a locking system. As desired, the locking system may be unlocked and the slidable portion may be positioned again with respect to the mounted portion such that a pallet of a second width may be accepted, wherein the first width and the second width are different.

Commonly used pallet widths are the W1 pallet that has a width of 108″ and a W2 pallet that has a width of 125.″ With reference toFIG. 1, a W2 pallet is labeled as pallet2and is shown overlayed with W1 pallet labeled as pallet1. As shown, guide assembly202in position102is shown in a configuration to accept pallet2and guide assembly202in position104is shown in a configuration to accept pallet1. The difference in width between the configuration for pallet1and pallet2of guide assembly202is shown as distance108. Restraint assemblies204in position118are shown in a configuration to accept pallet2and restraint assemblies204in position116are shown in a configuration to accept pallet1. The difference in width between the configuration for pallet1and pallet2of restraint assemblies204is shown as distance106. With reference toFIG. 2, pallet206is shown engaging with guide assembly202. The incline of sliding rail of guide assembly202interacts with pallet206to position the pallet with respect to restraint assemblies204.

With reference toFIG. 3, an overhead view of an aircraft cargo management system is shown. Guide assembly202and restraint assemblies204are shown fixed to an aircraft, for example, an aircraft floor and/or other attachment features that couple guide assembly202and restraint assemblies204to the aircraft. Guide assembly202is shown forward of restraint assemblies204. Guide assembly202comprises sliding rail402, first fitting304and second fitting306. Restraint assembly204comprises restraint fitting308and rail310. First fitting304, second fitting306and restraint fitting308are mounted to aircraft floor312. In that regard, first fitting304, second fitting306and restraint fitting308may be considered mounted portions.

To accommodate different pallets, and as described below, the sliding rail402of guide assembly202and rail310of restraint assemblies204may be moved inward or outward while first fitting304, second fitting306and restraint fitting308remain fixed with respect to aircraft floor312. In that regard, the sliding rail402of guide assembly202and rail310of restraint assemblies204may be considered slidable portions. In that regard, a first position250is shown along with second position252. The difference between first position250and first position250is distance D. In various embodiments, distance D may be between 0.5 inches (˜1.27 cm) and 6 inches (˜15.24 cm), between 1 inch (˜2.54 cm) and 4 inches (˜10.16 cm), and about 2.5 inches (˜6.35 cm), where the term “about” in this context only means+/−0.2 inches (˜0.5 cm).

Sliding rail402comprises channels416and420. A channel in sliding rail402may be any aperture, cutout, or other opening in sliding rail402. The interior portion of channels416and420may comprise one or more retaining features such as retaining tabs, notches, grooves, threads, or other suitable features. For example, channels416and420each comprise an inverse T shape. In that regard, each of channels416and420comprise two retaining tabs. Channel416, for example, includes two retaining tabs480and482that are configured to mate to a T shaped rail. The retaining tabs480and482are configured to mate to a T shaped rail and restrain sliding rail402from separation from, for example, first fitting304. Channel420, for example, includes two retaining tabs484and486that are configured to mate to a T shaped rail. The retaining tabs484and486are configured to mate to a T shaped rail and restrain sliding rail402from separation from, for example, second fitting306. For example, the retaining tabs484,486and480,482are configured to mate to a T shaped rail and restrain sliding rail402in a z direction.

First fitting304comprises first retaining rail418and second fitting306comprises second retaining rail422. Both first retaining rail418and second retaining rail422comprise a T shape. However, in various embodiments, first retaining rail418and second retaining rail422may comprise any suitable geometry that is configured to mate with channels416and420. First retaining rail418and second retaining rail422may comprise a depression430. Depression430may comprise an indentation or similar feature extending in the z direction. A bolt from a shear kit432may be disposed in counterbore412of sliding rail402. Counterbore412may comprise an indentation in sliding rail402and an aperture that proceeds through sliding rail402. In that regard, a bolt from a shear kit432may be disposed in counterbore412and pass into depression430. The shear kit432may be appropriately torqued to couple sliding rail402to second retaining rail422of second fitting306. Sliding rail402may comprise angle410. Angle410may assist in the positioning of cargo within an aircraft. In various embodiments, angle410may be between 5 degrees and 15 degrees.

In like manner, a bolt from a shear kit450may be disposed in counterbore452of sliding rail402. Counterbore452may comprise an indentation in sliding rail402and an aperture that proceeds through sliding rail402. In that regard, a bolt from a shear kit450may be disposed in counterbore452and pass into depression456on first retaining rail418of first fitting304. The shear kit450may be appropriately torqued to couple sliding rail402to first retaining rail418of first fitting304.

First fitting304may comprise shear kit454that may couple first fitting304to an aircraft. Second fitting306may comprise shear kit424that may couple second fitting306to an aircraft.

Guide assembly202is thus able to quickly and easily adapt to accept different sized pallets, for example, pallet1and pallet2shown inFIG. 1. In that regard, sliding rail402may engage with and slide with respect to first retaining rail418of first fitting304and second retaining rail422of second fitting306. When the appropriate positioning is obtained to accept a given pallet size, a bolt from a shear kit450may be disposed in counterbore452and pass into depression456on first retaining rail418of first fitting304. The bolt may be torqued, thereby restraining sliding rail402from sliding with respect to first fitting304. In this manner, an aircraft cargo management system may adapt to accept different sized pallets more easily.

With reference toFIGS. 5A and 5B, restraint assembly500is shown in an assembled state (FIG. 5A) and an unassembled state (FIG. 5B). Restraint assembly500comprises restraint fitting308and rail310, as also shown inFIG. 3.

Rail310comprises channel512. Channel512in rail310may be any aperture, cutout, or other opening in rail310. The interior portion of channel512may comprise one or more retaining features such as retaining tabs, notches, grooves, threads, or other suitable features. For example, channel512comprises an inverse T shape. In that regard, channel512comprises two retaining tabs550and552. Channel512, for example, includes two retaining tabs550and552that are configured to mate to a T shaped rail. The retaining tabs550and552are configured to mate to a T shaped rail and restrain restraint assembly500from separation from, for example, restraint fitting308. For example, the retaining tabs550and552are configured to mate to a T shaped rail and restrain rail310in a z direction.

Restraint fitting308comprises first retaining rail514. First retaining rail514comprises a T shape. However, in various embodiments, first retaining rail514may comprise any suitable geometry that is configured to mate with channel512. First retaining rail514may comprise a depression510. Depression510may comprise an indentation or similar feature extending in the z direction. A bolt from a shear kit520may be disposed in aperture522of rail310. Aperture522may proceed through rail310. In that regard, a bolt from a shear kit520may be disposed in aperture522and may pass into depression510. The shear kit520may be appropriately torqued to couple rail310to restraint fitting308. Shear kit516may secure restraint fitting308to an aircraft.

Rail310may comprise lip518. Lip518may be configured to seat over a pallet of cargo. In that regard, lip518may restrain the movement of cargo in a Z direction in that a force in the Z direction on the cargo would be carried by the lip518through rail310and to the restraint fitting308. Restraint fitting308may also comprise roller506to assist in moving cargo.

Restraint assembly500is thus able to quickly and easily adapt to accept different sized pallets, for example, pallet1and pallet2shown inFIG. 1. In that regard, rail310may engage with and slide with respect to retaining rail514. When the appropriate positioning is obtained to accept a given pallet size, a bolt from shear kit520may be appropriately torqued to couple rail310to restraint fitting308, thereby restraining rail310from sliding with respect to restraint fitting308. In this manner, an aircraft cargo management system may adapt to accept different sized pallets more easily.