Abstract:
In certain embodiments, a PCA connector has a nylon body, wherein the nylon is durable, corrosion resistant, and exhibits excellent strength over a large range of temperature and moisture conditions. The nylon body may be described as a single structure with integral features, such as a bearing portion, a latch housing portion, a latch guide portion, and so forth. Thus, the number of parts is significantly reduced by the one-piece design of the body. In addition, the PCA connector may include a latching mechanism configured to secure the PCA connector to an aircraft. For example, the latching mechanism may include a pair of levers, which engage a pair of latches on opposite sides of the nylon body. In some embodiments, the levers may be rotated in opposite directions relative to one another to impart movement of the latches in the same direction, e.g., an axial direction. Also, some embodiments of the latching mechanism include a cam between the levers and the latches, respectively.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
       [0001]    This application is a continuation of U.S. patent application Ser. No. 10/602,310, entitled “Preconditioned Air Connector Assembly for Aircraft”, filed Jun. 24, 2003, which is herein incorporated by reference. 
     
    
     BACKGROUND 
       [0002]    An aircraft in flight utilizes various subsystems to maintain a comfortable cabin environment. For example, these subsystems may provide electricity, maintain cabin pressure or control the circulation and temperature air within the cabin. However, on the ground, these subsystems may be at least partially deactivated in an effort to conserve power and the life expectancy of aircraft components. Upon deactivation of the climate control subsystem, for example, the conditions within the aircraft may become undesirable for the maintenance crew preparing the aircraft for the next flight or for passengers boarding or deplaning. Accordingly, many airports provide docking stations which, when coupled to the aircraft, substitute for the aircraft&#39;s subsystems. 
         [0003]    In one such example, it is common practice in the air transportation industry to provide preconditioned air (PCA) to an aircraft docked at a gate. Typically, the preconditioned air is routed from a ground source, through a flexible conduit and into the aircraft. In completing the routing, a PCA connector is provided to securely couple the conduit to the aircraft. Because PCA connectors are coupled to various types of aircraft, aircraft manufactures as well as PCA connector manufacturers have traditionally adhered to a common design. More particularly, the design specifications as set forth in Military Standards MS33562 (ASG) entitled “Connection, Aircraft Ground Air Conditioning, 8 inch, minimum requirements.” 
         [0004]    This uniformity in design permits the same PCA connector to be used at airports worldwide. Accordingly, PCA connectors are subject to environmental conditions that range from tropical to arctic tundra to arid dessert. Moreover, the frequency with which PCA connectors are engaged and disengaged from a given aircraft suggests the desirability of a durable and sturdy design. All too often, PCA connectors have been known to be disengaged from the aircraft and subsequently dropped, approximately 8-10 feet, to the ground. This can dent, deform or otherwise damage conventional connectors. 
       BRIEF DESCRIPTION 
       [0005]    In certain embodiments, a PCA connector has a nylon body, wherein the nylon is durable, corrosion resistant, and exhibits excellent strength over a large range of temperature and moisture conditions. The nylon body may be described as a single structure with integral features, such as a bearing portion, a latch housing portion, a latch guide portion, and so forth. Thus, the number of parts is significantly reduced by the one-piece design of the body. In addition, the PCA connector may include a latching mechanism configured to secure the PCA connector to an aircraft. For example, the latching mechanism may include a pair of levers, which engage a pair of latches on opposite sides of the nylon body. In some embodiments, the levers may be rotated in opposite directions relative to one another to impart movement of the latches in the same direction, e.g., an axial direction. Also, some embodiments of the latching mechanism include a cam between the levers and the latches, respectively. 
     
    
     
       DRAWINGS 
         [0006]    The foregoing and other advantages and features of the invention will become apparent upon reading the following detailed description and upon reference to the drawings in which: 
           [0007]      FIG. 1  is a top perspective view of an exemplary PCA connector, wherein the PCA connector is coupled to a flexible conduit represented in the figure in dashed lines; 
           [0008]      FIG. 2  is an exploded view of the exemplary PCA connector of  FIG. 1  illustrating a number of exemplary features integrated into the body of the connector; 
           [0009]      FIGS. 3A and 3B  respectively illustrate plan and side views of an exemplary actuation member, wherein the actuation member includes a camming surface disposed within a slot; additionally,  FIG. 3A  illustrates a locking portion located within the slot; 
           [0010]      FIG. 4  is a cross-sectional view of the exemplary PCA connector of  FIG. 1  along line  4 - 4 ; 
           [0011]      FIG. 5  illustrates a side view of the exemplary PCA connector in the unlocked or open position; and 
           [0012]      FIG. 6  illustrates a side view of the exemplary PCA connector as transitioning to the locked or closed position. 
       
    
    
     DETAILED DESCRIPTION 
       [0013]    Referring generally to  FIG. 1 , an exemplary embodiment of a PCA connector assembly  10  is illustrated. The exemplary PCA connector assembly  10  comprises a PCA connector  12  having a flexible conduit  14  coupled to one end and being coupled, at the opposite end, to an aircraft inlet  16 . To provide preconditioned air to the aircraft, the flexible conduit  14  is coupled, at the distal end, to a preconditioned air source (not shown), typically provided by the airport facility at each gate. Upon arrival of the aircraft at the gate, an operator may manually align the connector  12  with the inlet  16  and, subsequently, secure the connector to the aircraft. Once fully secured, the PCA connector assembly  10  provides a fluid flow path for the preconditioned air to travel from the source to the aircraft. 
         [0014]    To facilitate this coupling, the PCA connector  12  comprises a number of features. In one embodiment, the PCA connector  12  comprises a tubular body  18  having integrated bearing structures  20 . Only the external casings of the integrated bearing structures  20  are visible in this figure. However, the internal features of the respective bearing structures  20  are further described in greater detail below. 
         [0015]    As discussed above, the connector  12  may be subject to harsh environments and operator abuse. Keeping this in mind, the connector  12 , for optimal use, may be designed to withstand changes in climate that can induce thermal cracking, unwanted expansion and corrosion in traditional connectors. Accordingly, the connector  12  may comprise Zytel®, an injection moldable nylon resin available from the DuPont Company. This material provides excellent strength characteristics over a large range of temperature and moisture conditions. Moreover, this material is extremely resistant to corrosion. Accordingly, Zytel® presents characteristics desirable to the construction of the instant connector  12 . However, other materials are also envisaged. For example, many other types of injection-moldable plastics such as HDPE may provide suitable performance, particularly as compared to traditional materials. Advantageously, injection molded plastics also provide a lightweight construction that permits an operator to easily manipulate and position the connector  12 . 
         [0016]    Returning to the components of the connector  12 , a pair of actuating members  22  is coupled to the body  18 . Advantageously, the actuating members  22  may be employed to position the assembly  10  and may also be employed to provide actuation leverage, as further discussed below. To provide a more ergonomic gripping surface for the operator, cushioned grips  24  may be sheathed over the actuating members  22 . Additionally, in the exemplary connector  12 , covers  26 , secured by a plurality of screws  28  threadingly engaged to the body  18 , are disposed over a portion of the actuating members  22  and coupled to the bearing assembly  20 . 
         [0017]    The connector  12  further comprises a flange portion  30  that extends along the perimeter of one side of the body  18 . Structural support may be provided to the flange  30  portion by integrated buttresses  32  located optimally about the body  18 . Features of the exemplary flange  30  are apertures  34  through which securing members  36  partially extend. In this figure, only a clamping portion  38  of the respective securing members  36  is visible. However, other features of the securing members  36  are discussed more fully below. Also, as further discussed below, actuation of the securing members  36  facilities coupling of the exemplary connector  12  to the aircraft inlet  16 . 
         [0018]    Upon coupling of the connector  12  to the aircraft inlet  16 , preconditioned air may be routed, under pressure, from the preconditioned air source into the interior region of the flexible conduit  14 . From the conduit  14 , the preconditioned air is then routed into the aircraft inlet  16  through an interior region  40  of the connector  12 . To ensure that the conduit  14  remains coupled to connector  12  during operation, a band clamp (not shown) may be disposed just above stop ribs  42  and tightened. Accordingly, the band clamp imparts a radially inward force constraining the conduit on the connector  12  and, resultantly, aids in securing the conduit  14  to the connector  12 . Additionally, a flexible seal  44  may be disposed between the flange  30  and the inlet  16  to prevent the unwanted escape of preconditioned air. Once the preconditioned air route is assembled, preconditioned air may be routed therethrough and subsequently distributed into the cabin and cockpit of the aircraft via an internal duct system (not shown). 
         [0019]    Referring next to  FIG. 2 , a number of exemplary features that may be integrated into the body  18  of the connector  12  are illustrated. For example, the body  18  may comprise an integrated guide channel  46 . When assembled, at least a portion of the securing member  36  resides within the guide channel  46 . Advantageously, to prevent the unwanted rotational and radial movements of the securing member  36 , the dimensions of the guide channel  46  are such that the guide channel  46  closely sheaths the securing member  36 . In other words, the guide channel  46  may be configured to restrict movement of the securing member  36  to the axial or, based on the orientation of the present figure, up and down directions. In the present embodiment, the guide channel  42  terminates at the aperture  34 , and, as such, only the clamping portion  38  of the securing member  36  remains accessible when the connector  12  is assembled. 
         [0020]    Another feature integrated into the body  18  of the exemplary connector  12  may be an integrated bearing structure  48 . In the exemplary embodiment shown, the integrated bearing structure  48  provides support to actuation member  22  which, in turn, is pivotably coupled to the body  18 , as well as to the securing member  36 . Simply put, the bearing structure  48  supports the radial and thrust loads imparted on the actuation member  22 . By integrating the bearing assembly  48  into the body  18 , the likelihood of separation between the body  18  and the bearing support  48  is reduced. To the operator, the increased durability may quickly translate into a reduction in maintenance expenses as well as a reduction in down time. 
         [0021]    Focusing on the pivotable coupling between the actuation member  22  and the body  18 , this coupling comprises a pivot pin  50  received by an integrated sleeve portion  52  of the bearing  48 , wherein the sleeve portion  52  traverses into the interior region  40  of the connector  12 . In assembling the coupling, the pivot pin  50  may be coaxially inserted through a pivot opening  54  disposed on the actuation member  22  and, subsequently, through the integrated sleeve  52 . After insertion of the pivot pin  50 , the coupling may be secured by fastening a securing nut  56  which may be threaded onto the portion of the pivot pin  50  extending beyond the sleeve  52  and into the interior region  40  of the connector  12 . If so desired, washers  58  may be coaxially placed between the pin  50  and the actuation member  22  as well as between securing nut  56  and the body  18 . As assembled, the coupling allows rotation of the actuation member  22 , while the bearing structure  48  supports the radial and thrust loads and prevents undesired movement of the actuation member  22  in the radial and axial directions. 
         [0022]    Additional features integrated into the body  18  may be cover mounts  60  and brace members  62 . In this exemplary embodiment, the cover mounts  60  threadingly receive the screws  28 , thereby securing the cover  26  to the body. Extending between the respective cover mounts  60  as well as between the cover mounts  60  and the integrated bearing structure  48 , are bracing members  62  which, in the exemplary embodiment, provide torsional rigidity to the body  18  and the respective integrated features. Additionally, as further discussed below, the bracing members  62  may assist in the support and alignment of the cover  26 . 
         [0023]    The covers  26  may comprise a number of integrated interior features that are advantageous to the assembly of the connector  12 . For example, the cover  26  may comprise integrated buttresses  64 . The buttresses  64  may be oriented vertically and, when the cover  26  is assembled, may be dimensioned such that the securing member  36  lightly abuts against the buttresses  64 . Additionally, bracing members  62  may also be integrally fashioned on the cover  26 . The bracing members  62 , similar to those on the body  18 , may provide alignment assistance and torsional rigidity to the cover  26 . 
         [0024]    Focusing on the actuation member  22  and securing members  36  of the present exemplary embodiment,  FIG. 2  illustrates that the two members may be coupled to one another. In achieving this coupling, the actuation member  22  may comprise a slot  66  through which an engagement pin  68  may be received. The engagement pin  68  may be inserted through the slot  66  as well as through a positioning hole  70  located in the lower portion of the securing member  36 . Once properly aligned, the securing member  36  and the actuation member  22  may be securely coupled by fastening a retaining nut  72  onto the threaded portion of the engagement pin  68 . Upon assembly, the disposition of the engagement pin  68  within the slot  66  positionably couples the securing member  36  to the actuation member  22 . Moreover, as discussed above, the integrated guide channel  46  of the exemplary embodiment restricts movement of the securing member  36  to the axial direction, and, as such, provides support to the securing member  36 . Accordingly, the securing member  36  is primarily supported by the actuation member  22  to which it is coupled. 
         [0025]    In conjunction with a camming surface  74 , as defined by the perimeter of the slot  66 , the pivotal movement of the actuation member  22  directs the axial movement of the securing member  36 . In other words, the rotational movement of the actuation member  22  translates into the axial displacement of the securing member  36 . Because the integrated guide channel  46  restricts movement of the securing member to all but the axial direction, only the axial component of force applied to the securing member  36  or engagement pin  68  will result in displacement of the securing member  36 . Keeping this in mind, the kinetic interaction between the camming surface  74  and the engagement pin  68  imparts a number of forces on the securing member  32 , however, only the axial component of the applied force will result in displacement, which, as discussed above, is limited to the axial direction. Accordingly, as the actuation member  22  is rotated in a direction generally tangential with respect to the body  18 , the camming surface  74  defines the axial position of the securing member  32 . 
         [0026]    Particulars of the exemplary actuation member  22 , slot  66  and camming surface  74  are more clearly illustrated in regards to  FIGS. 3A and 3B . The actuation member  22  comprises an upper portion  76  coupled to a lower portion  78  by a transition portion  80 . In this exemplary embodiment, the lower portion  78  may be configured to reside further outward, radially, with respect to the body  18  (see  FIG. 2 ). Advantageously, this outward configuration provides additional access space between the lower portion  78  and the flexible conduit  14  (see  FIG. 1 ) to the operator. 
         [0027]    The upper portion  76  of the actuation member  22  comprises both the pivot opening  54  as well as the slot  66 . In this embodiment, the perimeter of the slot  66  defines an arcuate camming surface  74 . However, other arrangements are also envisaged. For example, the camming surface  74  may be angular in nature. The present arcuate camming surface  74 , however, provides a smooth transitional surface. In other words, during actuation, the interaction between the engagement pin  68  (see  FIG. 2 ) and the camming surface  74  produces a smooth axial displacement of the securing member  36  (see  FIG. 2 ). To maintain good mechanical fit, the pivot opening  54  and the slot  66  may be dimensioned to have respective diameters only slightly larger than the respective pins  50  and  68  they carry. By dimensioning the opening  54  and slot  66  as such, a more precise and controlled movement of the assembly can be achieved. 
         [0028]    Within the slot  66  may be a locking portion  82 . In the presented embodiment, the locking portion  82  receives the engagement pin  68  and releasably retains the engagement pin  68 . By retaining the engagement pin  68 , the actuation member  22  may be secured at the defined position. Accordingly, undesired or accidental axial movement of the securing member  36  may be avoided. 
         [0029]    The exemplary locking portion  82  may comprise an apex  84  that restricts movement of the engagement pin  68  within the slot  66 . When the engagement pin  68  is brought into abutment with one side of the apex  84 , the movement of the pin  68  within the slot  66  is resisted. To overcome the resistance, an additional pivotal force may be applied to the actuation member  22 . The additional force, in turn, may induce a slight elastic deformation (i.e. compression) in the seal  44  (see  FIG. 1 ). This slight deformation allows the engagement pin  68  to travel into the locking portion of the slot. Subsequently, to release the engagement pin  68  from the locking portion  84 , a pivotal force in the opposite direction may be applied to the actuation member  22 , thereby inducing a similar compression in the seal  44  for removal of the connector  12  from the aircraft. Seal  44  may thus serve as a biasing element in the assembly. Alternatively, other biasing elements may be provided to allow releasable locking of the actuation member  22  in its engaged position. 
         [0030]    Referring next to  FIG. 4 , the cross-sectional illustration of the exemplary connector  12  affords a view of the interaction, upon assembly, of the features therein. For example, this figure illustrates the presently preferred dimensional relationships between the various components. As one example, the close dimensioning between the bracing member  62 , the actuating member  22  and the integrated bearing structure  48  provides supplementary mechanical rigidity to the connector  12 . 
         [0031]    Additionally,  FIG. 4  illustrates the dependency of the axial position of the securing member  36  on that of the camming surface  74 . In the axial direction, the securing member  36  is primarily supported by the engagement pin  68  which, in turn, is primarily supported, again in the axial direction, by the camming surface  74 . Keeping in mind that the integrated guide channel  46  as well as certain features on the cover  26  restrict movement of the securing member  36  to the axial direction, forces imparted on the engagement pin  68  by the camming surface  74  will cause displacement of the securing member  36  in the axial direction. In other words, the relative height of the camming surface  74  defines the axial position of the securing member  36 . Accordingly, the rotational motion of the actuating member  36 , in a direction generally tangential to the body, translates into axial displacement of the securing member  36 . 
         [0032]    Referring to  FIGS. 5 and 6 , operation of the present embodiment is addressed. When the aircraft is docked at the gate, the operator may manually position the connector  12  into abutment with the aircraft inlet  16  (see  FIG. 1 ). At this point, the connector  12  is in the released configuration as illustrated in  FIG. 5 . In this configuration, the lower portions of the actuation members  22  are at offset positions with respect to one another. Additionally, the securing members  36  are in an upwardly biased position. This upward position, allows a latching portion (not shown) disposed on the aircraft inlet  16  (see  FIG. 1 ) to be freely inserted into the clamping portion of the securing members  32 . 
         [0033]    After the connector  12  is properly positioned with respect to the aircraft inlet  16  and latching portion, the operator may pivotally actuate the actuation members  22  in a direction generally tangential to the body and in a direction  86  towards one another, as depicted in  FIG. 6 . Referring also to  FIG. 2 , the actuation initiates engagement between the camming surface  74  and the engagement pin  68 . The camming surface  74  directs the clamping portion  38  of the securing member  36  in the downward direction. This causes the clamping portion  38  to securely engage with a latching portion (not shown) of the aircraft inlet  16 . Moreover, the actuation, of the present embodiment, draws the connector  12  into abutting engagement with the inlet  16  and compresses the seal  44  ( FIG. 1 ). 
         [0034]    As stated above, the slot  66  (see  FIG. 1 ) may comprise a locking portion  82  (see  FIG. 3A ) that secures the position of the respective actuating member  22 . In this embodiment, the locking portion  82  may be configured within the slot  66  such that the locking portion  82  secures the connector  12  in the fully engaged position thereby maintaining secured engagement between the aircraft inlet  16  (see  FIG. 1 ) and the connector  12 . In other words, upon final engagement, the locking portion maintains the actuation members  22  in a parallel configuration, and simultaneously maintains the securing member  36  in the downward position. 
         [0035]    In limiting the movement of the securing member  36  to the axial direction, a number of advantages may be realized. For example, the axial movement of the securing member  32  draws the flexible seal  44  into engagement with the aircraft inlet  16 , thereby creating a tight seal between the inlet  16  and the connector  12 . Additionally, limiting the movement of the securing member  32  to the axial direction reduces the likelihood of damage to the clamping portion  38 . Simply put, the limitation or axial reduces the potentially damaging affects of sliding or rotational abutment between the clamping portion  38  and the latching portion of the inlet  16 . 
         [0036]    While the invention may be susceptible to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and have been described in detail herein. However, it should be understood that the invention is not intended to be limited to the particular forms disclosed. Rather, the invention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention as defined by the following appended claims.