Patent Abstract:
A new system and apparatus for detachably joining a first component to a second component is disclosed, along with a method for detachably joining two components. Embodiments of the present invention include a tensioning apparatus and system for clamping joints. The tensioning apparatus may include a wedge block and a fastening device. The clamping joint may be a tongue and groove joint that is tightened using the tensioning apparatus.

Full Description:
FIELD OF THE INVENTION 
     Embodiments of the present invention generally relate to interconnection systems and clamping joints for detachably joining a first component to a second component, and more specifically to a tongue and groove clamping joint and tensioning system with wedge blocks for releasably interconnecting two components. 
     BACKGROUND OF THE INVENTION 
     Previous attempts have been made to manufacture reliable interfaces for interconnection and separation systems between two adjoining components experiencing high loads and separation shocks. Such adjoining components may be found in, for example, fluid pipe systems, machines, or vehicles, including aerospace systems such as launch vehicles, launch vehicle payloads, and payload fairings. 
     A launch vehicle is used to launch a payload into orbit around the earth or toward a path outside of earth&#39;s orbit. The payload needs protection from the atmosphere at launch because the high temperatures and pressures created may damage a sensitive payload. A fairing (also referred to as a payload fairing or a launch vehicle adapter (“LVA”) fairing) is typically used to protect the payload or other portions of the upper stage before and during launch. A payload fairing surrounds the payload in the nose portion of the launch vehicle and a LVA fairing typically surrounds a portion of the spacecraft aft of the LVA or upper stage. The term “fairing” is used herein to reference all types of fairings. The fairing is detachably mounted to the upper stage of the launch vehicle. Once the rocket leaves earth&#39;s atmosphere, the fairing is separated from the launch vehicle and discarded to eliminate weight and prepare for separation of the payload. 
     Generally, in spacecraft launch vehicles, separation bolts secure at least the lower perimeter edge of a fairing to a separation ring, proximal to a horizontal separation plane, and may also interconnect edges of adjacent fairings, or the vertical separation plane(s). The separation bolts are spaced around the separation ring or on the edges of the fairings along the vertical separation plane(s) and include controlled charges. At the appropriate time, the charges are detonated to break the bolts and separate the fairings from the launch vehicle upper stage and/or from one another. However, shock waves and vibration are generated by these controlled charges as well as by the physical separation of the component pieces and disseminate through the body of the spacecraft. Shock waves and vibration (i.e., dynamic environments) can damage the payload. 
     Prior art fairing interconnection and separation systems use a variety of structures including a frangible joint at the base of the fairing ring, separation bolts and hinges, or a tongue and groove joint to reduce fairing dynamic environment generation due to separation and potentially reduce potential damage to the payload. Regarding such tongue and groove joints, the tongue is generally formed on the inner surface of the fairing, skirt, or the payload attach fitting (“PAF”) base ring or the outer surface of a closeout plate and the groove is typically formed in a separation ring, a fairing forward ring, an aft ring frame, the aft frame or between a tension cleat and other component. Some prior art systems use what is known as a single-taper tongue and groove joint. An example of one such joint is illustrated in  FIG. 1 , which shows the interface between an aft ring frame and a 1575-4 PAF as used with a Delta 4 launch vehicle. The exterior of the launch vehicle (also called outboard side of launch vehicle) is shown on the left of  FIG. 1  and the interior of the launch vehicle (also called inboard side of launch vehicle) is shown on the right of  FIG. 1 . Here, the separation ring with the groove is part of the fairing/fairing aft ring frame. As illustrated, the bottom surface of the groove and the bottom surface of the tongue are non-tapered (horizontally oriented as shown, such as in launch configuration) and the upper surface of the groove and tongue are oriented at an angle relative to the horizontal. The upper surfaces of the groove and tongue are the tapered surfaces. During fairing separation, the non-tapered side of the tongue will drag along the adjacent non-tapered side of the groove until the tongue fully clears the groove. The continuing contact between the tongue and groove prolongs and continues generation of separation dynamic environments. As also shown in  FIG. 1 , some prior art clamping joints use tension bolts to reduce the gap between one component (e.g., the tongue on the PAF base ring) and the other component (e.g., the groove in the aft ring frame). Tension bolts are typically vertically oriented as shown, when the spacecraft is in launch configuration, and are used to reduce the gap distance between the tongue and the groove. Tension bolts are a primary source of the payload fairing (“PLF”) separation shock. Tension bolts also tend to gouge the PAF ring upon separation, which creates additional vibrations. 
     Other systems have implemented a minimal dual-taper tongue and groove joint, but the benefit of a minimal dual-taper is also relatively small. An example is illustrated in  FIG. 2 , where the joint is shown in the assembled position and the jettisoned (separated) position. The exterior of the launch vehicle is shown on the left of  FIG. 2  and the interior of the launch vehicle is shown on the right of  FIG. 2 . The joint comprises a dual-tapered tongue  2  and a dual-taper groove  4 , but the taper of the upper surfaces of the tongue  2  and groove  4  are nearly horizontal (at about a 5 degree angle) and the tapers of the lower surfaces are relatively horizontal (again, horizontal relative to the launch configuration). The groove  4  is formed on the interior surface of a skirt or fairing (also called a payload fairing or PLF)  8  and is also formed by an adjustable tension cleat  10 . The fairing  8  has an inner skin panel  12  that interfaces closely to the miniskirt  6  to minimize the radial gap between the fairing  8  and PAF ring. However, there is no shimming or radial adjustment between the faces of these parts; rather, adjacent parts are sized to maintain a close fit. The tongue  2  is formed on the PAF ring, which also includes a miniskirt (also called a vertical leg)  6 . The PAF ring is part of the launch vehicle upper stage. The miniskirt  6  is where the fairing  8  attaches. Here, the PAF ring is stationary and the fairing separation ring is jettisoned radially away from the PAF ring. The angled or tapered surfaces of both the tongue  2  and groove  4  will experience a growing or increasing separation distance as the groove  4  separates laterally or radially from the tongue  2  (based upon the orientation shown in  FIG. 2 ). However, the benefit in terms of reducing shock or vibration is de minimus given the modest angle of the taper. At best, the minimal taper of the upper surfaces of the tongue  2  and the groove  4  minimally reduces the likelihood of contact during separation and generation of shock, vibration events, and/or dynamic environments. 
     Alternative interconnection and separation systems may use a Marman clamp band (also called a V-band clamp), which has a tongue and groove joint with tapered interfaces that “grow toward” one another such that no clearances exist between the tongue and groove when installed. Additionally, the flexible band and tensioning bolts used with the Marman clamp band require significant hoop preload, which increases shock during separation. Marman clamps are described in  Marman Clamp System Design Guidelines , NASA Preferred Reliability Practices Guideline No. GDED-2214 (hereinafter, “NASA Guidelines”), which is incorporated by reference herein in its entirety. As noted in the NASA Guidelines, structural failure of Marman clamps are known to have occurred and extreme care is urged in designing such equipment. 
     Other disadvantages of the prior art structures, including the above systems, relate to accessibility and adjustability. The tensioning mechanisms of  FIGS. 1 and 2  are located at the aft end of the aft ring and are generally accessible at that location. However, access is specifically an issue when fairings utilize a tongue and groove interface at the forward end of the fairings because the forward fairing separation ring is not accessible without internal fairing access. Also special tools are often required with these prior art systems, which compound access problems and increase expense, in addition to increased labor costs. For example, referring again to  FIG. 1 , there are generally between 100 and 150 tension bolts used in such separation designs. It can also be difficult and time consuming to shim, tighten, or torque a large number of tension bolts considering such activities require access between the tension bolts and the PAF base ring and forward skirt. 
     SUMMARY OF THE INVENTION 
     This invention relates to a novel system, device, and method for providing a detachable clamping joint used to interconnect and then separate two components. The novel apparatus and system allow two portions of a spacecraft, or other vehicle, machine, or pipe, to be interconnected at one point in time and subsequently disconnected at another point in time such that the separation shock during disconnection is reduced compared to prior art systems. 
     Typically, fairings (also called fairing halves if two are used) are secured to the launch vehicle at the horizontal separation plane parallel to the spacecraft separation plane and are secured to one another along a fairing vertical separation plane. Either or both of these connections may use separation bolts. In some embodiments, no separation bolts are used, for example one launch vehicle uses two separation nuts and a thrusting separation rail. Because of heavy loads experienced by the fairings, the surfaces of the fairings between the separation bolt fittings at the vertical separation plane preferably have a zero gap at installation. Without gap removal, this would create a condition where relative movement of the fairing during ascent is likely to cause a premature failure of the separation bolt or fastening device due to large displacements across the separation plane that can break the bolt or fastening device. 
     Additionally, the separation ring is comprised of two halves and these two halves are joined together at the vertical separation plane. A zero gap fit (in the vertical direction) between the separation ring halves is recommended for strength purposes. The zero gap between the separation ring halves thus requires clearances be designed into the tongue and groove interface to allow all of the parts to fit together, but nonetheless achieve the zero gap. These clearances also ensure that the tongue is always smaller than the groove such that the tongue can fit into the groove. Because every part is not perfectly machined, there will be gaps or clearances between the tongue and the groove. These gaps or clearances cause the parts to rattle during take-off and during flight. Accordingly, a wedge block tensioning system according to embodiments of the present invention was designed to remove or at least substantially reduce the small gaps or clearances between the tongue and the groove. 
     Spacecrafts are subjected to a broad range of potentially damaging environmental conditions during flight, including shock and vibration. Other than the launch itself, two significant sources of shock to the spacecraft payload occur during fairing separation and payload separation. Traditionally, a mechanical shock attenuation device, such as a shock ring, is positioned between the fairing and the payload attachment hardware. Although the shock rings employed in prior art were thought to reduce the shock to the payload, they actually offer little to no benefit, are operationally fragile, are cumbersome to install, and add weight to the launch vehicle. In addition, despite its attenuation characteristics, these shock attenuation devices retain a direct path for shock transmission to the launch vehicle, including the payload or spacecraft. Further, because modern spacecraft have more highly-sensitive components than previous generations of spacecraft, it remains an objective to reduce shock and vibration resulting from separation events. 
     Thus, it is one aspect of embodiments of the present invention to provide a clamping joint for interconnecting two components that reduces the separation shock when the two components separate from one another. In one embodiment, the clamping joint includes a tensioning apparatus to securely interconnect the two components, namely, multiple fairings and the launch vehicle. Additional embodiments include clamping joints for payload fairings (“PLFs”) that are designed to reduce separation shock when the PLFs separate. 
     It is one aspect of embodiments of the present invention to provide an interconnection mechanism that does not use vertically-oriented (relative to the launch configuration) tensioning bolts that frictionally engage the tongue (e.g., push on the tongue portion) to reduce the gap between the tongue and groove. As is shown in  FIG. 1  and described above, these tension bolts can be difficult to access when used in other locations and gouge components during separation creating additional shock and vibration. As such, embodiments of the present invention do not have the access difficulties created by hard-to-get-to tension bolts of the prior art and the separation shock/vibration is reduced because at least one source of separation shock and vibration (i.e., the tension bolts) is removed as compared to prior art designs. Further embodiments include a continuous tongue and groove interface, at least on the forward surface, to minimize or eliminate gouging during separation, reduce shock, and reduce foreign object debris (“FOD”) generation. 
     Another aspect of various embodiments of the present invention is to provide an interconnection system that does not require access to an interior interface of the tongue and groove joint. Various embodiments of the present interconnecting system include a dual-taper tongue and groove joint with a plurality of discrete wedge blocks. In one embodiment, the tongue and groove joint includes a plurality of wedge blocks that are adjustably positioned from the exterior of the fairing. In a further embodiment, the head of a bolt fits into a slot in the wedge block and the bolt shaft extends outwardly through the fairing or separation ring (also called a fairing forward ring herein) such that the bolt can be tightened or loosened from the exterior of the fairing. 
     Scraping and sliding between the tongue and groove interface is another source of separation shock. To reduce shock, a dual tapered tongue and groove joint is preferred. Prior art designs of tapered or angled tongue and groove joints use low taper angles, typically less than 10 degrees, which do not appreciably reduce scraping and sliding, thereby maintaining shock generation at high levels. In one embodiment of the present invention, the groove forms a 30 degree opening along its length and has discrete sections spaced along the length of the groove, each having a 15 degree opening. The angle of the tongue is also 30 degrees (e.g., in one embodiment, the upper surface of the tongue is at a 15 degree angle and the lower surface of the tongue is at a 15 degree angle such that the two surfaces form a 30 degree angle). A 15 degree wedge block is inserted at each discrete section to create a 30 degree opening and accommodate the tongue&#39;s 30 degree angle. The wedge block combines with the tongue to generally fill the groove of these discrete locations. By utilizing a wider angle for the groove, where neither of the surfaces is essentially horizontal relative to the launch configuration, upon separation of the tongue from the groove the likelihood of recontact between the tongue and groove is meaningfully reduced. In this manner the gap between both surfaces of the tongue and the adjacent surfaces of the groove will grow or increase as the groove moves laterally or radially away from the tongue. Thus, with little lateral movement a significant gap is created that will increase in size upon further lateral separation. Accordingly, the tongue is released from the groove with little to no scraping, sliding, or additional shock or vibration. It should be appreciated that these angles are approximate and may vary. Generally speaking, the smaller the angle the more likely the tongue will bind in the groove. However, a larger angle increases not only the thickness or height of the tongue and grove, but adds weight to the launch vehicle. In one embodiment, the angle of the groove is between about 15 degrees and about 45 degrees. In a preferred embodiment, the angle of the groove is between about 25 degrees and about 35 degrees. In a more preferred embodiment, the angle of the groove is about 30 degrees. In one embodiment, the angle of the groove at each discrete section is between about 5 degrees and about 40 degrees. In a more preferred embodiment, the angle of the groove at each discrete section is between about 10 degrees and about 25 degrees. In the most preferred embodiment, the angle of the groove at each discrete section is about 15 degrees. 
     Another source of vibration and shock in prior art systems is caused by the tongue and groove clearances during ascent, but prior to separation, due to the fairing rattling and moving up and down and side to side. This rattling can also create an acoustic environment (i.e., “ringing the bell”) by rattling and ringing the fairing skin panels. Accordingly, embodiments of the present invention reduce this vibration and shock by reducing and minimizing clearances in the tongue and groove joint. Additionally, joints with high preload experience high separation shock because during the release of the joint, the high strain on the items is released in the form of a shock. Further, low clearances normally correlate to high pre-load. Thus, it is one aspect of embodiments of the present invention to provide a tongue and groove joint with low radial and axial clearances between the tongue and the groove, while maintaining low to no preload within the tongue and groove the joint. Prior art joints or interconnection systems have limited to no ability to remove the radial clearances between the tongue and the groove. Thus, it is one aspect of embodiments of the present invention to provide a joint or interconnection system that can remove or reduce the radial clearance between the tongue and the groove. In various embodiments, a tongue and groove clamping joint is provided that uses wedge blocks to remove radial clearances, in addition to axial clearances, between the tongue and the groove. In further embodiments, axial and radial clearances can be removed with one adjustment: adjustment of the wedge block relative to the tongue. The radial and axial clearances are reduced through the use of wedge blocks that have upper and lower surfaces oriented at angles that compliment the tongue and groove taper angles. 
     In various embodiments, a detachable clamping joint is provided with a tongue, a groove to receive the tongue, and wedge blocks that fit into complimentary-shaped pockets formed into the groove (also called the tongue groove herein) at spaced intervals. The wedge interfaces with the tongue on either the upper or lower surface of the tongue. The clamping joint further includes means to reposition each wedge block relative to the tongue. In a preferred embodiment, one end of a bolt is interconnected to the wedge block and the opposite end of the bolt extends through the fairing to the exterior of the spacecraft. In one embodiment, the bolts are similar to HI-LOK™ pins. In alternative embodiments, HI-LOK™ pins are used instead of bolts with washers and nuts because HI-LOK™ pins are commercially available parts that require no additional design or manufacturing and often require less parts, making them lighter weight than bolts, washers, and nuts. A nut is threaded onto the portion of the bolt on the exterior of the fairing. Adjustment of the bolt relative to the nut and fairing pulls the wedge block radially inward or outward within the wedge block pocket. The nuts are tightened against the fairing to keep the bolts and wedge blocks in position. After the tongue is positioned in the groove, the nuts are held stationary using a wrench and the bolts are rotated such that the head of the bolt pushes the wedge radially inwardly toward the center of the launch vehicle and into contact with the tongue. In one embodiment, the end of the bolt is configured to receive a key or similar tool for the purposes of rotating the bolt. Because the wedge block and tongue interface along inclined or angled surfaces, radially inward movement of the wedge block reduces and ultimately eliminates any gap between the tongue and the groove at the location of the wedge block while maintaining a dual tapered interface. Once the wedge blocks are properly positioned relative to the tongue, the nuts are tightened against the fairing to lock the radial position of the bolts and wedge blocks. 
     Further, the tolerances for dual-taper tongue and groove joints are higher than the tolerances for single-taper tongue and groove joints or lower-angled dual-taper tongue and groove joints. This is because of manufacturability and geometry. Specifically, it is easier to machine a flat surface than it is to machine a part with two tapers, as dual tapered parts (i.e., the tongue and the groove) each have their own tolerances. In one embodiment, the tapered surfaces of the tongue and the groove are dimensioned at a nominal line-to-line fit and are allowed to deviate away from that virtual condition. Furthermore, since both sets of surfaces are tapered (meaning both surfaces of the parts creating the tongue and groove joint), these angles increase both radial and axial clearances simultaneously. 
     Another aspect of various embodiments of the present invention is to provide a detachable clamping joint that is lightweight. Thus, in one embodiment, the clamping joint includes wedge blocks that do not extend continuously around the entire circumference of the joint (which may also be the circumference of the launch vehicle in some embodiments), which reduces the weight of the joint. In additional or alternative embodiments, the tongue portion does not extend continuously around the entire circumference of the joint, which also reduces the weight of the system. In various embodiments, the tongue around the perimeter of the plate has an arrowhead shape to further reduce the weight of the joint. In one embodiment, the tongue and groove system using wedge blocks only adds about two pounds to the fairing design, when the inside diameter of the fairing is about 180 inches. 
     One aspect of various embodiments is to provide a joint system that is relatively simple and does not have complex parts or a complicated compilation of parts. For example, some prior art systems include eccentric bushings for adjusting the height of the tongue or the groove. Embodiments of the present invention do not include eccentric bushings. Additionally, embodiments of the present invention include fewer parts than prior art tongue and groove joints. For example, prior art tongue and groove joints used to interconnect spacecraft fairings typically used between about 100 and 150 tension bolts to position the tongue and reduce the clearance between the tongue and groove. Thus, the lower surface of the tongue was in contact with the end of the bolt rather than the lower surface of the groove. Even though numerous tension bolts are used, this prior art design has little contact area between the tongue and the groove. In one specific prior art system, the contact area is about 9 in 2 , where the contact area is the contact between the bolt end and the tongue. In contrast, some embodiments of the present invention include only 24 wedges, which create about 10.6 in 2  of contact area. Thus, significantly fewer wedge blocks are required to get the same area as in prior art systems. Using only 24 wedges and 24 corresponding bolts reduces the number of parts in the joint system and reduces the weight of the joint. Further, the parts of the present system have simpler geometries and are easier to manufacture. 
     The present invention also includes methods of securing and tightening a clamping joint. In one embodiment of the present invention, a method of securing and tightening a joint is provided comprising: providing a separation ring with a dual-tapered tongue groove, a plurality of wedge block cutouts spaced along the tongue groove, and a bore formed through the separation ring at the location of each wedge block cutout; an equal number of wedge blocks as wedge block cutouts, each wedge block having a bolt cutout in the upper portion of the wedge block; a custom bolt with a head on one end, a cylindrical body portion (sometimes called the “shank”), and a recess in the bolt&#39;s second end opposite the head; a washer; a nut; and a plate or an LVA ring with a tongue formed on a perimeter edge. Next, each bolt head is inserted into a bolt cutout in a wedge block and the cylindrical body portion of each bolt is inserted into each bore in the separation ring to position each wedge block into each wedge block cutout. A washer is positioned around the cylindrical body portion of the bolt on the exterior of the fairing separation ring; a nut is positioned on the cylindrical body portion of the bolt; and the nut is tightened until the nut and the washer abut the outer surface of the separation ring and, preferably, each wedge block is located at the radially outward most position to provide clearance between the tongue and wedge blocks during the following installation. Next, the method includes inserting the tongue into the tongue groove such that a upper surface of the tongue is resting on the upper surface of the tongue groove and the separation rings are mated and secured by torquing a separation bolt at the vertical separation plane; moving the wedge block radially inwardly by holding the nut in a stationary position (possibly with a wrench); inserting a tool (e.g., an Allen wrench or other wrench) into the recess of the bolt; turning the tool to turn the bolt relative to the nut; as the bolt rotates, moving the bolt inwardly and pushing the wedge block inwardly; frictionally securing the upper surface of the tongue against the upper surface of the tongue groove; providing radial pressure on the wedge block using the bolt; and providing radial pressure and an upward force on the tongue using the wedge block. Appropriate torquing values for the bolt may be selected to achieve the desired pressures and forces. 
     For purposes of further disclosure, the following references generally relate to devices and systems to join or clamp together two components under high loads and/or shock and are hereby incorporated by reference in their entireties: 
     U.S. Pat. No. 8,732,916 issued to Simons et al. on May 27, 2014, which discloses detachably joining a first component and a second component using a tensioning device, a plurality of brackets, and a band clamp to cause a plurality of shoes to engage an abutting cylindrical flange of each of the first component and the second component; 
     U.S. Pat. No. 6,695,261 issued to Cleveland on Feb. 4, 2004, which discloses a shock isolation system for spacecraft fairings that retains clearances in the clamping joint and uses opposing magnets to levitate the fairings during separation; 
     French Patent No. FR 2,619,738 to Dupin Gerard, entitled “Method for Producing a Separation in a Part with the Aid of a Pyrotechnic Casing which Can Expand,” discloses a method for producing separation along a predetermined line of a part used in the aerospace field. The method further includes weakening devices formed from the part&#39;s material and formed along the separation line and a pyrotechnic casing positioned proximate to the weakening devices; and 
     U.S. Patent Publication No. 2004/0128934 to Hecht published on Jul. 8, 2004. 
     For purposes of further disclosure, the following references, which are generally related to tongue and groove interconnections or joints, are hereby incorporated by reference in their entireties: 
     U.S. Pat. No. 986,439 issued to Camp on Mar. 14, 1911; 
     U.S. Pat. No. 1,375,111 issued to Schmidt on Apr. 19, 1921; and 
     U.S. Pat. No. 4,100,710 issued to Kowallik on Jul. 18, 1978. 
     The phrases “at least one,” “one or more,” and “and/or,” as used herein, are open-ended expressions that are both conjunctive and disjunctive in operation. For example, each of the expressions “at least one of A, B and C,” “at least one of A, B, or C,” “one or more of A, B, and C,” “one or more of A, B, or C,” and “A, B, and/or C” means A alone, B alone, C alone, A and B together, A and C together, B and C together, or A, B, and C together. 
     Unless otherwise indicated, all numbers expressing quantities, dimensions, conditions, and so forth used in the specification and claims are to be understood as being modified in all instances by the term “about.” 
     The term “a” or “an” entity, as used herein, refers to one or more of that entity. As such, the terms “a” (or “an”), “one or more” and “at least one” can be used interchangeably herein. 
     The use of “including,” “comprising,” or “having” and variations thereof herein is meant to encompass the items listed thereafter and equivalents thereof as well as additional items. Accordingly, the terms “including,” “comprising,” or “having” and variations thereof can be used interchangeably herein. 
     The Summary of the Invention is neither intended nor should it be construed as being representative of the full extent and scope of the present disclosure. The present disclosure is set forth in various levels of detail in the Summary as well as in the attached drawings and the Detailed Description and no limitation as to the scope of the claimed subject matter is intended by either the inclusion or non-inclusion of elements, components, etc. in this Summary. Moreover, reference made herein to “the present invention” or aspects thereof should be understood to mean certain embodiments of the present disclosure and should not necessarily be construed as limiting all embodiments to a particular description. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the invention and together with the general description of the invention given above and the detailed description of the drawings given below, serve to explain the principles of the invention. 
         FIG. 1  shows a prior art single-taper clamping joint; 
         FIG. 2  shows a prior art cleat clamping joint; 
         FIG. 3  is a front elevation view of one embodiment of a LVA with a clamping joint; 
         FIG. 4  is a front elevation view of a portion of the LVA showing the separation ring and fairings separated from the LVA; 
         FIG. 5  is a top plan view of the portion of the LVA shown in  FIG. 4 ; 
         FIG. 6  is an exploded perspective view of one embodiment of an LVA and an annular plate; 
         FIG. 7A  is a top plan view of half of the annular plate separated from the separation ring half; 
         FIGS. 7B-C  show a bolt in the separation ring; 
         FIG. 8A  is a partially exploded, cross-sectional view of one embodiment of a clamping joint taken along line  8 - 8  on  FIG. 5 ; 
         FIG. 8B  is a cross-sectional view of the tongue groove; 
         FIG. 8C  is a cross-sectional view of the wedge block cutout; 
         FIG. 9  is a cross-sectional view of the separation ring of  FIG. 8A  and further showing a wedge block and associated locking hardware in an exploded position; 
         FIG. 10  is a perspective exploded view of one embodiment of a wedge block and bolt; 
         FIGS. 11A-B  are assembled cross-sectional views of the clamping joint of  FIG. 9 ; 
         FIG. 12  is a perspective cross-sectional view of the clamping joint of  FIG. 8A  showing one embodiment of the tongue and groove in cross-section; 
         FIG. 13  is an elevation view of the inner portion the wedge block and groove; and 
         FIG. 14  is an assembled cross-sectional view of an alternate embodiment of the clamping joint. 
     
    
    
     In certain instances, details that are not necessary for an understanding of the disclosure or that render other details difficult to perceive may have been omitted from the drawings. It should also be understood that in some instances, details may have been added, such as details relating to methods of construction, including for example construction lines and dimensions, to assist in explaining the methods and structures of the preferred embodiments described herein. It should be understood, of course, that the claimed invention is not necessarily limited to the particular embodiments illustrated herein. 
     DETAILED DESCRIPTION 
     Those of skill in the art will recognize that the following description is merely illustrative of the principles of the invention, which may be applied in various ways to provide many different alternative embodiments. This description is made for illustrating the general principles of the teachings of this invention and is not meant to limit the inventive concepts disclosed herein. The detailed description is to be construed as exemplary only and does not describe every possible embodiment since describing every possible embodiment would be impractical, if not impossible. Numerous alternative embodiments could be implemented, using either current technology or technology developed after the filing date of this patent, which would still fall within the scope of the claims. 
     Although many of the figures show a spacecraft and components thereof, the present invention is not limited to spacecraft. Embodiments of the present invention can, for example, be used with pipes, aircraft, terrestrial vehicles such as watercraft and land vehicles, or any other situation where two components are interconnected together and the interconnection experiences high loads or high pressures, regardless of whether the component pieces are to remain connected or are to be separable. 
     Referring now to  FIG. 3 , which is a front elevation view of one embodiment of an integrated launch vehicle with spacecraft or vehicle  20  with a clamping joint. As shown, the vehicle  20  comprises a spacecraft  22 , a spacecraft aft ring  24 , a launch vehicle adapter (“LVA”) (also called the LVA forward ring)  26  proximate the aft portion of the spacecraft  22 , a separation ring  28 , and fairings  30 . The vehicle  20  also comprises an upper or second stage  32  including a rocket or booster (not shown). Note that the LVA  26 , fairings  30 , and struts  40 , are all part of the upper stage. The spacecraft  22  may include one or more satellites and/or other delicate instrumentation, a crew module (e.g., the crew space transportation “CST”), and/or a service module. The vertical center line C L  of the integrated launch vehicle  20  is also shown in  FIG. 3 . 
     The fairings  30  separate or split along the fairing vertical separation plane  34 . Two fairings  30  are shown, but those skilled in the art will recognize that various numbers of fairings  30  may be used. Also, fairings may be located at other positions along the length of the vehicle  20 . For example, payload fairings typically surround the payload to protect it before and during launch until a predetermined point in the launch sequence. However, the additional weight of the fairings  30  is not needed once the spacecraft  22  reaches the predetermined altitude. At that predetermined point, the fairings  30  are commanded to separate and fall away from the vehicle  20 . As shown, the fairings  30  separate from the other launch vehicle components along the fairing horizontal separation plane  36 . It should be appreciated that the invention may also be used with the separation of other fairings, including payload fairings, from the integrated launch vehicle  20 . 
     Note that the horizontal plane (Hp) discussed herein and shown in the drawings is parallel to the fairing horizontal separation plane  36 . The fairing horizontal separation plane  36  is perpendicular to the longitudinal centerline of the vehicle  20  (i.e., the vertical centerline when the vehicle  20  is oriented in the launch position and sitting on the launch pad). The radial direction of the vehicle  20  is perpendicular to and extends outwardly from the longitudinal centerline of the integrated launch vehicle  20 . Unless otherwise specified, the directions and positions are relative to a spacecraft or launch vehicle in the upright position in the launch configuration. Thus, upper usually refers to the forward portion and lower usually refers to the aft portion. 
     Generally, a separation ring  28  is used to separate one part of the vehicle  20  from another part of the vehicle  20 . As shown in  FIG. 3 , the LVA fairings  30  are interconnected to the separation ring  28  on a lower end of the separation ring  28  and the LVA  26  is interconnected to the separation ring  28  at the upper end of the separation ring  28 . Here, the separation ring  28  separates the fairings  30  from the upper stage  32  and LVA  26 . In some embodiments, the separation ring  28  separates the upper stage  32  from the lower stage or booster. 
       FIGS. 4 and 5  show two fairings  30 A,  30 B separated along the fairing vertical separation plane  34 . The separation ring is comprised of two separation ring halves  28 A,  28 B, which are each interconnected to an upper end  38  of a fairing  30 A,  30 B. The separation ring halves  28 A,  28 B are not interconnected to one another in  FIGS. 4 and 5 . Further, the LVA  26  is detached from the separation ring halves  28 A,  28 B along the fairing horizontal separation plane  36 . Support struts  40  interconnect the upper stage  32  to a lower portion of the LVA  26 . 
     In one embodiment, compressed gas or explosive devices are used so that, when desired, decompression of the gas or explosion separates the fairings  30 A,  30 B from one another and away from the integrated launch vehicle  20  and LVA  26 . The explosive devices may be detonated automatically when the vehicle  20  reaches a predetermined altitude or based upon some other determination, or may be activated manually. The fairings  30 A,  30 B are interconnected to one another along the vertical separation line  34  where the vertical ends  42  of the fairings  30 A,  30 B generally abut one another and are joined together via separation bolts. The fairings  30 A,  30 B include separation fittings  43  that interface when the fairings are joined. The separation bolts are charged such that controlled charges can be used to separate the fairings  30 A,  30 B from one another and eventually from the vehicle  20 . In one embodiment, four separation bolts are used: (1) interconnecting a lower portion  44  of a first vertical end  42  of the first fairing  30 A to a lower portion  44  of a first vertical end  42  of the second fairing  30 B; (2) interconnecting an upper portion  38  of a first vertical end  42  of the first fairing  30 A to an upper portion  38  of a first vertical end  42  of the second fairing  30 B; (3) interconnecting a lower portion  44  of a second vertical end  42  of the first fairing  30 A to a lower portion  44  of a second vertical end  42  of the second fairing  30 B; and (4) interconnecting an upper portion  38  of the second vertical end  42  of the first fairing  30 A to an upper portion  38  of the second vertical end  42  of the second fairing  30 B. More or fewer separation bolts can be used in alternate embodiments. Additionally, a thrusting joint  46  is positioned along each vertical end  42  of the first fairing  30 A or the second fairing  30 B. The thrusting joint  46  can include a plenum chamber or structure positioned along the vertical ends  42  of either the first or second fairing  30 A,  30 B such that during separation the plenum structure inflates to push the vertical ends  42  of the fairings  30 A,  30 B apart. The thrusting joint  46  must be strong enough to overcome the frictional engagement between the separation ring halves  28 A,  28 B and the LVA  26  and to fully clear all structure aft on the integrated launch vehicle  20  (addressed in greater detail below). Shock waves and vibration generated by the controlled charges and thrusting joint  46  disseminate through the body of the vehicle  20 . These kinds of shockwaves and vibrations are exemplary of the events that embodiments of the present invention are designed to address. 
       FIG. 6  is an exploded perspective view of one embodiment of the launch vehicle adapter  26  and annular plate  48 . The annular plate  48  is mounted to the lower portion of the LVA  26 . As is shown in the enlarged portion of the annular plate  48 , the outer perimeter edge of the annular plate  48  is configured in the shape of a tongue  52  and forms part of the clamping system. The outer perimeter of the annular plate  48  also includes bolt cutouts  54 , which are described in detail below. The annular plate  48  may be a single annular structure or may be manufactured in segments or discrete lengths. 
       FIG. 7A  is a top plan view of half of the annular plate  48  separated from the LVA  26  and the separation ring half  28 A. The other separation ring half ( 28 B, not shown) is a mirror image of the first separation ring half  28 A. The separation ring half  28 A comprises a plurality of bolt holes  70  to receive bolts (not shown) in a spaced orientation around the separation ring half  28 A proximate the outer edge of the separation ring half  28 A. The annular plate  48  comprises a plurality of bolt cutouts  54  that align with the plurality of bolt holes  70  and bolts in the separation ring half  28 A. Thus, as installed the bolts do not pass through the tongue  52  formed at the perimeter edge of the annular plate  48 . Rather, the bolts are positioned in the bolt cutouts  54 . The number of bolt cutouts  54  and bolt holes  70  can vary, as the quantity of bolt cutouts  54  shown in  FIGS. 6 and 7A  is one example only and for illustrative purposes only.  FIGS. 7B-C  show one bolt  72  in a bolt hole  70  of the separation ring  28 .  FIG. 7B  is an elevation view of the inner surface of the separation ring  28  and shows the tongue groove  74 .  FIG. 7C  is a cross-sectional view of the bolt  72  and separation ring  28 . As illustrated, the bolt  72  extends through the tongue groove  74 . The tongue groove  74  comprises a lower angled surface  76 , a substantially vertical rear surface  78 , and an upper angled surface  80 , where the angles are measured relative to a horizontal plane Hp, which is parallel to the fairing horizontal separation plane  36 . The angled upper surface  80  and the angled lower surface  76  form an opening with an angle A 1 . The head of the bolt  72  is positioned on a washer  82  positioned on the upper outer (i.e., forward) surface  84  of the separation ring  28 . The cylindrical or body portion  86  of the bolt  72  extends through the upper flange  88  of the tongue groove  74  and the lower flange  90  of the tongue groove  74 . The bolt  72  is secured using a nut  92  and a washer  94  positioned below or aft of the lower flange  90  of the tongue groove  74 . The bolts  72  prevent the entire fairing and separation ring  28  from rotating relative to the annular plate  48  and LVA forward ring  26 . Thus, the bolts  72  prevent the separation ring  28  from rotating or deflecting in the hoop direction, where the hoop direction means rotation around the ring. The bolts  72  and bolt cutouts  54  also help to properly clock and index the fairing  30  and separation ring half  28 A onto the annular plate  48  and LVA  26 . The bolt  72  is only reacting to the shear loads of the fairing and separation ring  28  on the tongue  52 . Furthermore, the bolts  72  are not intended to apply preload to anything within the tongue and groove joint. The nuts  92  are installed on the bolts  72  with a relatively light torque and are only intended to aid in bolt retention and to eliminate any loose parts from vibrating during ascent. The bolts  72  are only loaded during flight and, then, they are only loaded in shear. In one embodiment, all of the bolt cutouts  54  in the annular plate  48  have the same shape (see, e.g.,  FIG. 6 ). In other embodiments, the shape of the bolt cutouts  54  vary around the annular plate  48  (see, e.g.,  FIG. 7A ) to allow the radial jettison of the fairing  30  during separation. Thus, the shape of the bolt cutouts  54  shown in  FIG. 7A  reduce scraping and vibration during separation because the bolts  72  can slide in the radial jettison direction (substantially parallel to the dashed centerline in  FIG. 7A ) without contacting the annular plate  48 . 
       FIG. 7C  is a cross-sectional view of  FIG. 7B  taken along cut  7 C- 7 C, but  FIG. 7C  shows the entire separation ring  28  and not just the separation ring&#39;s upper portion with the groove  74 . The separation ring  28  includes a structural rib  96  that extends inwardly from the inner surface of the separation ring  28  and around all or a portion of the separation ring  28 . In alternative embodiments, the structural rib  96  is not continuous and only extends around portions of the inner surface of the separation ring  28 . In one embodiment, the upper flange  88  of the tongue groove  74  is slightly wider in the horizontal direction than both the lower flange  90  of the tongue groove  74  and the structural rib  96  of the groove, where the width is measured from the exterior surface of the separation ring  28  to the vertical internal surface of the flange  88 ,  90  or rib  96 . The lower flange  90  can be smaller than the upper flange  88  because gravity and loading do not influence the lower flange&#39;s  90  engagement and a smaller lower flange  90  provides clearance to adjacent hardware on the LVA  26 . Additionally, the size of the rib  96  is determined by the desired separation ring stiffness and strength. The upper flange  88  is sized to provide tongue  52  and groove  74  engagement (or overlap between parts) to ensure the fairing  30  will never inadvertently create a radial gap between the groove  74  and the mating tongue  52 . Thus, the upper flange  88  extends toward the center of the separation ring  28  farther than the lower flange  90  of the tongue groove  74  and farther than the structural rib  96 . 
       FIG. 8A  is a partially exploded, cross-sectional view of the section along cut  8 - 8  of  FIG. 5  and shows one embodiment of a clamping joint system. The clamping joint system includes a separation ring  28  with a groove  74  (also called a tongue groove), an annular plate  48  (also called a closeout plate) with a tongue  52  extending around at least a portion of the outer circumference of the annular plate  48 , and a plurality of wedge blocks  100 . The LVA  26  is interconnected to an upper surface of the annular plate  48  via bolts or other known interconnection means. Alternatively, the LVA  26  and the annular plate  48  could be one piece that is forged as one piece. The upper end  38  of the fairing  30  is interconnected to the lower portion of the separation ring  28  via a plurality of bolts  102 . In  FIG. 8A , the fairing  30  and separation ring  28  are shown separated slightly laterally or radially from the LVA  26  and annular plate  48 . 
     The tongue groove  74  is formed by an upper flange  88  and a lower flange  90  and is sized to receive the tongue  52 . A series of spaced-apart cutouts  104  (also called wedge block cutouts, pockets, or wedge block grooves) are formed in the lower flange  90  of the tongue groove  74  for receiving wedge blocks  100 . Each cutout  104  receives one wedge block  100 . A portion of one such cutout  104  is shown in cross-section in  FIGS. 8A, 8C and 9 . Thus, the groove  74  actually has two cross sections: a first cross-sectional shape shown in  FIG. 8B  with an opening  74  forming an angle A 1  to accommodate the tongue  52  alone, and a second cross-sectional shape shown in  FIG. 8C  with an opening  104  forming an angle A 2  to accommodate the wedge block  100  and the tongue  52 .  FIG. 7A  shows the positions of multiple wedge blocks  100  relative to the annular plate  48 , assuming the tongue  52  has been inserted into the groove  74  of the separation ring half  28 A. One wedge block  100  is centrally located between each pair of bolt cutouts  54  (shown in  FIGS. 6 and 7A ) in order to apply a uniform clamping pressure and remove clearances within the tongue and groove interface that would allow relative movement between the separation ring  28  and the tongue  52 . Because the annular plate  48  is detached from the separation ring half  28 A in  FIG. 7A , the as-assembled positions of the wedge blocks  100  are shown in phantom lines on the annular plate  48 . In the embodiment shown, ten wedge blocks  100  are used per separation ring half  28 A. In one embodiment, the separation ring  28  comprises between about 10 and about 50 wedge block cutouts  104 . In a preferred embodiment, the separation ring  28  comprises between about 15 and about 40 wedge block cutouts  104 . In a more preferred embodiment, the separation ring  28  comprises about 24 wedge block cutouts  104 ; thus, 12 wedge blocks  100  are used per separation ring half  28 A and  28 B. The number of cutouts  104  will be generally proportional to the length of the groove  74 . In the context of a generally cylindrical spacecraft, this would be the circumferential length of groove  74 . Typically, but not always, the wedge blocks  100  are equally spaced apart. The launch vehicle, LVA  26 , and spacecraft designs, configurations, constructions, and component loads are factors relevant to the locations and sites of the wedge blocks  100 . 
     In some embodiments, the tongue  52  of the annular plate  48  extends around the entire perimeter of the annular plate  48 . In other embodiments, one example of which is  FIG. 7A , the tongue  52  only extends around discrete portions or segments of the perimeter of the annular plate  48 . In the embodiment of  FIG. 8A , the tongue  52  is symmetrical relative to a horizontal plane and is shaped like an arrowhead, meaning that the distal end of the tongue  52  is thinner than the proximal portion of the tongue  52  proximate to the annular plate  48 , thus forming an arrowhead shape. Alternatively, the tongue  52  could be shaped differently, e.g., asymmetric, have a more square-shaped end, or a more circular-shaped end, etc., as long as neither side of the tongue  52  is parallel to the fairing horizontal separation plane  36 . Additionally, the proximal portion of the tongue  52  (i.e., the portion proximate the annular plate  48 ) is cross-sectionally wider than the thickness of the annular plate  48 . However, in alternative embodiments, the annular plate  48  is the same thickness or height as the thickest portion of the tongue  52 . In alternative embodiments, the plate  48  can be thicker than the tongue  52 . 
     In  FIG. 8A , a wedge block  100  is shown positioned in a partial wedge block cutout  104  and specifically is positioned in the bottom of the wedge block cutout  104  such that the flange-interfacing surface  106  (also called the lower surface when shown in the orientation of  FIGS. 8A-13 ) of the wedge block  100  is resting on the upper surface  108  of the wedge block cutout  104 . Additionally, the bolt  110  holding the wedge block  100  in position can be seen. As illustrated, the separation ring  28  has not been mounted to the LVA  26  such that the tongue  52  is not yet positioned in the groove  74 . 
       FIG. 9  is an exploded cross-sectional view of the separation ring  28 , the wedge block  100 , and the locking hardware associated with the wedge block  100 . The portions of the clamping joint system shown include the tongue groove  74  in the separation ring  28 , a wedge block  100 , a wedge block cutout  104 , a bolt  110 , a cylindrical insert (also called a bushing or an embed)  120 , a washer  122 , and a nut  124 . A bolt  72  is shown extending through the lower flange  90  of the tongue groove  74 . The bolt  72  is secured using a washer  94  and a nut  92 . In some embodiments, the insert  120  has a threaded inner diameter/surface. 
     According to one embodiment of the present invention, the angle of the lower surface  76  of the tongue groove  74  relative to a horizontal plane Hp is between about 5 degrees and about 25 degrees. In a preferred embodiment, the angle of the lower surface  76  of the tongue groove  74  relative to a horizontal plane Hp is between about 10 degrees and about 20 degrees. In a more preferred embodiment, the angle of the lower surface  76  of the tongue groove  74  relative to a horizontal plane Hp is about 15 degrees. According to one embodiment of the present invention, the angle of the upper surface  80  of the tongue groove  74  relative to a horizontal plane Hp is between about 5 degrees and about 25 degrees. In a preferred embodiment, the angle of the upper surface  80  of the tongue groove  74  relative to a horizontal plane Hp is between about 10 degrees and about 20 degrees. In a more preferred embodiment, the angle of the upper surface  80  of the tongue groove  74  relative to a horizontal plane Hp is about 15 degrees. In one embodiment, the angle A 1  between the upper surface  80  and the lower surface  76  of the tongue groove  74  is between about 15 degrees and about 45 degrees. In a preferred embodiment, the angle A 1  is between about 25 degrees and about 35 degrees. In a more preferred embodiment, the angle A 1  is about 30 degrees. The upper surface  108  of the wedge block cutout  104  is substantially flat and substantially parallel to the horizontal plane Hp. The inner surface  126  of the wedge block cutout  104  is substantially vertical (i.e., perpendicular to the horizontal plane Hp). The upper (i.e., forward) surface  84  of the upper flange  88  of the tongue groove  74  is also substantially flat and substantially parallel to the horizontal plane Hp. 
     The bolt  110  includes a head  128  on one end interconnected to a cylindrical portion  130  terminating in a second end  132  opposite the head  128 . The head  128  may be circular, four-sided, five-sided shape, six-sided shape (i.e., be hexagonal or be a hex bolt), or any other shape known or used in the art. The upper surface of the head  128  may be flat, rounded (i.e., dome shaped), oval shaped, or pan shaped (i.e., have a slightly rounded head with short vertical sides). The underside of the head  128  proximate the cylindrical portion  130  may be flat or angled (i.e., countersunk). Alternatively, bolt  110  may not use a head  128 , but could use a simple shaft snap ring or spring clip for retention. The second end  132  of the bolt  110  includes a socket or recess  134 . The socket or recess  134  may have a square shape, other four-sided shape, five-sided shape, six-sided shape (i.e., be an Allen drive or hex socket), or any other shape known or used in the art. In alternative embodiments, the second end  132  of the bolt  110  can have a cut or indentation (i.e., drive type) similar to a Phillips, Frearson, slotted, combination of Phillips and slotted, one-way, square, or star drive type. The exterior of the cylindrical portion  130  is threaded along at least a portion of its length and preferably along most of its length. From an assembly standpoint, the head  128  of the bolt  110  is inserted into a slot (also called a cutout)  136  in the wedge block  100 . The cylindrical portion  130  of the bolt  110  is inserted through a bore or hole  138  positioned proximate the wedge block cutout  104  in the separation ring  28 . In one embodiment, an embed or insert  120  is positioned in the bore or hole  138  in the separation ring  28 . The insert  120  includes a bore or hole  140  that aligns with the bore  138  in the separation ring  28 . A nut  124  is threaded on the end of the threaded cylindrical portion  130  of the bolt  110  that extends out of the insert  120 . A washer  122  is typically positioned between the separation ring  28  outer surface  142  and the nut  124 . Alternatively, the nut  124  could be a flange nut and have the washer built into the nut. The recess or slot  134  in the second end  132  of the bolt  110  is used to tighten and/or move the bolt  110  from an exterior surface of the separation ring  28 . A wrench is used to rotate the nut  124  while the bolt  110  is held stationary by inserting an appropriately configured tool, such as an Allen wrench, into the recess  134  in the second end  132  of the bolt  110 . The nut  124  can be any nut known in the art, including a hex nut, jam nut, wing nut, cap nut, acorn nut, tee nut, square nut, prevailing torque lock nut (i.e., a non-reversible lock nut), k-lock or kep nut, two-way reversible lock nut, coupling nut, slotted nut, or castle nut. The nut  124  can be made of metal, ceramic, plastic, or any other material known in the art. Additionally, the nut  124  can include an insert such as a nylon insert to prevent backing off (i.e., be a Nylock nut). Thus, the wedge block  100  is pulled into the wedge block cutout  104  and is positioned by rotating the bolt  110  relative to the nut  124 . One novel aspect of embodiments of the present invention is that the bolts  110  used with the wedge blocks  100  are positioned parallel to the fairing horizontal separation plane  36  (i.e., horizontally in a launch configuration), rather than perpendicular to the fairing horizontal separation plane  36  (i.e., vertically in a launch configuration), and are accessible from the exterior of the spacecraft or vehicle  10  even when used in embodiments with the tongue and groove interface at the forward end of the fairings. 
     With reference to  FIGS. 8A-11B , the wedge block  100 , when viewed in cross section, has a substantially vertical side along the inwardly-oriented end surface  150 ; a substantially vertical side along the outwardly-oriented end surface  152  positioned closest to the exterior of the separation ring  28  or away from the center point of the separation ring  28 ; a substantially horizontal side along the lower surface  106 ; a downwardly-angled side along the tongue-interfacing surface  154  (also called the upper surface when positioned as shown in  FIGS. 8A-13 ); two trapezoidal, substantially vertical sides  156 ; and a cutout  136 . The edges  158  of the wedge block  100  may be rounded or sharp depending on the particular embodiment. The upper surface  154  of the wedge block  100  is positioned at an angle relative to a horizontal plane Hp and the angle of the upper surface  154  is substantially the same angle as the downwardly angled lower surface  76  of the tongue groove  74 . Thus, the lower surface  159  of the tongue  52  interfaces relatively evenly with the downwardly angled lower surface  76  of the tongue groove  74  and the upper surface  154  of the wedge block  100 . According to one embodiment of the present invention, the angle of the upper surface  154  of the wedge block  100  relative to a horizontal plane Hp is between about 5 degrees and about 25 degrees. In a preferred embodiment, the angle of the upper surface  154  of the wedge block  100  relative to a horizontal plane Hp is between about 10 degrees and about 20 degrees. In a more preferred embodiment, the angle of the upper surface  154  of the wedge block  100  relative to a horizontal plane Hp is about 15 degrees. The lower surface  106  of the wedge block  100  is substantially horizontal such that it rests on the substantially horizontal upper surface  108  of the wedge block groove  104 . 
     The cutout  136  of the wedge block  100  can be any shape and can extend from either the upper surface  154  or the lower surface  106  to an interior portion of the wedge block  100 . The cutout  136  is shaped to accommodate the head  128  of the bolt  110  and extends to the outwardly-oriented surface  152  of the wedge block  100 . The portion of the cutout  136  extending to the outwardly-oriented surface  152  must be sized to accommodate the cylindrical portion  130  of the bolt  110 . In the embodiment shown, the portion of the cutout  136  in the outwardly-oriented surface  152  has a rounded lower portion  160  to accommodate the cylindrical portion  130  of the bolt  110  and has two substantially vertical sides  162  extending from the rounded lower portion  160  to the upper surface  154  such that the bolt  110  can be slid down into the cutout  136 . When viewed from above (see  FIGS. 10 and 12  for alternative views), the cutout  136  has a T-shape with a wide portion  164  to accommodate the head  128  of the bolt  110  and a thin portion  166  to accommodate the cylindrical portion  130  of the bolt  110 . 
       FIG. 11A  is a cross-sectional view of the clamping joint of  FIG. 9  when the clamping joint is in an initial assembled position. The annular plate  48  is connected to the LVA  26 . The tongue  52  extends from the perimeter of the annular plate  48  and is positioned in the groove  74 . In this initial assembled position, the wedge block  100  is snugly positioned in the cutout  104  and the outwardly-oriented surface  152  of the wedge block  100  is positioned as close to the inner surface  126  of the wedge block cutout  104 . In one embodiment, the tongue  52 , groove  74 , and wedge blocks  100  are designed such that the wedge blocks  100  will never contact the tongue  52  when the wedge blocks  100  are fully retracted into the wedge block pockets  104 . The substantially horizontal side along the lower surface  106  of the wedge block  100  is positioned adjacent to and resting on the upper surface  108  of the cutout  104 . The downwardly-angled side along the upper surface  154  of the wedge block  100  is positioned proximate to and perhaps slightly spaced from the lower surface  159  of the tongue  52  to form a gap  180 . Depending on tolerance and assembly, these two surfaces  154 ,  159  may be abutting. Additionally, depending on tolerance and assembly, there may be a gap  186  between the upper surface  182  of the tongue  52  and the upper surface  80  of the tongue groove  74 , as is shown in the enlarged portion. The wedge blocks  100  help to remove this gap  186 . In any complete configuration, both conditions may be present. Also depending on tolerance and assembly, there may be a gap between the upper surface  108  of the wedge block cutout  104  and the lower surface  106  of the wedge block  100 . In any complete configuration, two or three of these conditions may be present. 
     In the illustrated embodiment, the tongue  52  has an arrow head shape with a rounded point or distal end. The arrow head of the tongue  52  forms an angle A 3  between the upper surface  182  and lower surface  159  of the tongue  52 . Angle A 3  corresponds to and compliments angle A 1  of the tongue groove  74 . Angle A 3  is between about 15 degrees and 50 degrees in one embodiment. In a preferred embodiment, angle A 3  is between about 25 degrees and 35 degrees. In a more preferred embodiment, angle A 3  is about 30 degrees. The upper surface  182  of the tongue  52  is positioned adjacent to the upper surface  80  of the tongue groove  74 . 
     The bolt  110  is securely positioned with its head  128  in the cutout  136  of the wedge block  100  and its cylindrical portion  130  extending through the bore  140  of the insert  120 , through the bore of the washer  122 , and through the bore of the nut  124 . The nut  124  is interconnected to the cylindrical portion  130  of the bolt  110 . In the position shown in  FIG. 11A , the wedge block  100  cannot move radially outwardly or inwardly because the bolt  110  and the nut  124  prevent the wedge block  100  from moving in a radial direction. However, the wedge block  100  can be moved in a radial direction by turning the bolt  110  relative to a stationary nut  124 . In this manner, the wedge block  100  is advanced radially inwardly to remove the gap  180  and force the upper surface  182  of the tongue  52  into engagement with the upper surface  80  of the groove  74 . Adjusting all of the wedge blocks  100  in this manner tightens the clamping joint as desired. It should be appreciated that the adjustment is made without any need to access the tongue and groove interface or access any structures or components interior of the fairing. 
       FIG. 11B  is the same as  FIG. 11A  except that  FIG. 11B  shows the tongue and groove joint after the joint has been tightened by sliding the wedge block  100  radially inwardly into its final position. In  FIG. 11B , the wedge block  100  has been moved to the left (i.e., inwardly toward the center of the ring  28  or center of the integrated launch vehicle  20 ). Thus, now there is a gap  184  between the outwardly-oriented surface  152  of the wedge block  100  and the inner surface  126  of the wedge block cutout  104 . Additionally, there is no longer a gap ( 180  in  FIG. 11A ) between the upper surface  154  of the wedge block  100  and the lower surface  159  of the tongue  52 . By moving the wedge block  100  inwardly, the upper surface  154  of the wedge block  100  engages the lower surface  159  of the tongue  52 . As the wedge block  100  is pushed inwardly, the upper surface  154  of the wedge block  100  pushes on the lower surface  159  of the tongue  52 , which puts and inwardly-oriented and upwardly-oriented force on the tongue  52 . The force by the wedge block  100  also pushes the tongue  52  closer to the upper surface  80  of the tongue groove  74 . Thus, in flight the gap between the lower surface  159  of the tongue  52  and the lower surface  76  of the groove  74  is reduced because in flight, nominal loads (e.g., gravity and flight acceleration) will always close a gap on the upper surfaces  182 ,  80 . Additionally, the rattle space available between the tongue  52  and groove  74  is reduced to prevent the fairing  30  from vibrating around. Further adjustment clamps the tongue  52  relative to the groove  74 . Accordingly, the separation ring  28  is held in place via the wedge blocks  100 . 
     In various embodiments, the upper surface  182  of the tongue  52  is oriented at substantially the same angle as the upper angled surface  80  of the tongue groove  74  and the lower surface  159  of the tongue  52  is oriented at substantially the same angle as the lower angled surface  76  of the tongue groove  74 . Additionally, in the portions of the joint where the tongue  52  is positioned above and adjacent to a wedge block  100 , the lower surface  159  of the tongue  52  is positioned adjacent to the upper angled surface  154  of the wedge block  100  and, thus, the lower surface  159  of the tongue  52  is oriented at substantially the same angle as the upper angled surface  154  of the wedge block  100 . Thus, the parts  52 ,  74  are toleranced and machined in a manner to minimize the differences in the angles of the parts in order to maximize the contact area between the lower surface  76  of the tongue  52  and the upper surface  154  of the wedge block  100 . Further, the lower surface  106  of the wedge block  100  is positioned adjacent to and rests on the upper surface  108  of the wedge block cutout  104 . Thus, the lower surface  106  of the wedge block  100  is oriented at substantially the same angle as the upper surface  108  of the wedge block cutout  104 . 
       FIG. 12  is a perspective cross-sectional view of the clamping joint of  FIG. 8A , but taken at a slightly different cut location than  FIG. 8A , shown in the final position. Here, the entire wedge block  100  and wedge block cutout  104  are visible and the cross-section of the portion of the groove  74  without the wedge block  100  or cutout  104  is visible, similar to  FIG. 8B . The tongue groove  74  has an upper interior surface  80  that is angled upwardly and a lower interior surface  76  that is angled downwardly. The portion of the lower flange  90  that forms the wedge block cutout  104  is positioned lower than the portion of the lower flange  90  without the wedge block cutout  104 . Thus, the lower flange  90  dips downwardly to create the wedge block cutout  104  and accommodate the wedge block  100 . The inwardly-oriented surface  150  of the wedge block  100  is visible in  FIG. 12 . 
     Note that the angle A 2  (shown in  FIG. 8C ) is related to and varies with the angle A 1 , the angle of the upper surface  80  of the tongue groove  74 , and the angle of the upper surface  108  of the wedge block cutout  104 . For example, if the lower surface  108  of the wedge block cutout  104  remains substantially parallel to the horizontal plane Hp but the angle of the upper surface  80  of the tongue groove  74  is increased or decreased relative to the horizontal plane Hp, then the angle A 2  will increase or decrease, respectively. Additionally, if the angle A 1  is increased, such as by increasing both the angles of the upper surface  80  and the lower surface  76  of the tongue groove  74 , then the angle A 2  will increase. The opposite is also true: if the angle A 1  is decreased, such as by decreasing both the angles of the upper surface  80  and the lower surface  76  of the tongue groove  74 , then the angle A 2  will decrease. However, if the angle A 1  is increased by only increasing the angle of the lower surface  76  of the tongue groove  74  relative to the horizontal plane Hp, then the angle A 2  will not change unless the upper surface  108  of the wedge block cutout  104  is also changed. Further, the angle A 2  will change if the upper surface  108  of the wedge block cutout  104  is positioned at an angle relative to the horizontal plane Hp. In sum, if the angle A 2  is increased, then the angle A 1  will change in one of the following ways: (1) angle A 1  will increase symmetrically because the angles of the upper surface  80  and the lower surface  76  of the tongue groove  74  will increase symmetrically relative to the horizontal plane Hp; (2) angle A 1  will increase asymmetrically because the angle of the upper surface  80  of the tongue groove  74  will increase but the angle of the lower surface  76  of the tongue groove  74  will not increase relative to the horizontal plane Hp; or (3) angle A 1  will remain the same (i.e., the same amount of degrees) but the angle A 1  will be asymmetrical relative to the horizontal plane Hp because the angle of the upper surface  80  of the tongue groove  74  will increase and the angle of the lower surface  76  of the tongue groove  74  will decrease the same amount the upper surface  80  increases. In scenarios (1) and (3), the angle of the upper surface  154  of the wedge block  100  would also have to change to align with the angle of the lower surface  76  of the tongue groove  74 . 
       FIG. 13  is an elevation view of the inner portion of the clamping joint and wedge block  100  in the absence of a tongue. The view in  FIG. 13  is from within the vehicle  20  and looking outward toward the exterior of the vehicle  20  or spacecraft  22 . The interior surface of the separation ring  28  is shown, including the tongue groove  74 , the upper flange  88  of the tongue groove  74 , the lower flange  90  of the tongue groove  74 , and the wedge block cutout  104 . The groove  74  includes an upper surface  80 , a rear surface  78 , and a lower surface  76 . The wedge block  100  is positioned in the wedge block cutout  104 . The inwardly-oriented surface  150  and the upper surface  154  of the wedge block  100  are visible. A portion of the cutout  136  in the wedge block  100  is shown. The thin portion  166  of the cutout  136  has a length L 1  and the wide portion  164  of the cutout  136  has a length L 2 . In one embodiment, the length L 1  of the thin portion  166  of the cutout  136  is between about 0.100 inches and about 0.75 inches. In a preferred embodiment, the length L 1  of the thin portion  166  is between about 0.200 inches and about 0.500 inches. In a more preferred embodiment, the length L 1  of the thin portion  166  is about 0.300 inches. In one embodiment, the length L 2  of the wide portion  164  of the cutout  136  is between about 0.100 inches and about 0.75 inches. In a preferred embodiment, the length L 2  of the wide portion  164  is between about 0.250 inches and about 0.550 inches. In a more preferred embodiment, the length L 2  of the wide portion  164  is about 0.405 inches. These dimensions are constrained by the size and loads of the specific LVA design. Thus, the design could be scaled up or down in size depending upon the size and load requirements of launch vehicle. 
     Fastening devices or tightening devices other than bolts  110 ,  72 ,  102  can be used in alternative embodiments of the present invention. For example, HI-LOK™ pins could be used rather than bolts  110 ,  72 ,  102 . In some embodiments, one or more bolts  110 ,  72 ,  102  are made of super-alloy MP35N. In various embodiments, an embed, bushing, or insert  120  is used in the bore or hole  138  of the separation ring  28  proximate the wedge block cutout  104 . The insert  120  may be any material known in the art, and specifically may be steel, CRES, or A286 CRES. The purpose of the insert  120  is to provide structural attachment of bolt  110  to separation ring  28 . The insert  120  also provides the threaded interface for the threaded bolt  110 . The insert  120  may be threaded or have an alternative structural engagement to the bolt  110 . For example, the insert may be eliminated and each hole tapped directly in the separation ring. 
     As shown in  FIG. 14 , in some embodiments, the wedge blocks  100  and wedge block cutouts  104  may be positioned at an upper or top portion of the tongue groove  74 , meaning positioned in the upper flange of the tongue groove  74 . Thus, the flange-interfacing surface  106  of the wedge block  100  is positioned adjacent to the upper surface  108  of the wedge block cutout  104  and the wedge block  100  is positioned above the tongue  52  such that the tongue-interfacing surface  154  of the wedge block  100  is positioned adjacent to the upper surface  182  of the tongue  52 . Additionally, depending on tolerance and assembly, there may be a gap  186  between the lower surface  159  of the tongue  52  and the lower surface  76  of the tongue groove  74 , as is shown in the enlarged portion. The wedge blocks  100  help to remove this gap  186 . Also depending on tolerance and assembly, there may be a gap between the upper surface  108  of the wedge block cutout  104  and the lower surface  106  of the wedge block  100 . In any complete configuration, both conditions may be present. 
     In various embodiments, the separation ring  28  can be any known material, including metal, ceramic, plastic, composite material, or other material known in the art. In one embodiment, the separation ring  28  is aluminum or an aluminum alloy. In some embodiments, the separation ring  28  has a coating to reduce corrosion and/or reduce friction (e.g., Teflon®). In various embodiments, the wedge block  100  is a harder material than the separation ring  28 . In one embodiment, the wedge block  100  is stainless steel, a high-strength non-metallic material, or A286 CRES. The wedge block may also be coated to reduce corrosion and/or reduce friction, e.g., coated with Teflon®, molybdenum disulfide, dicronite, etc. Alternatively, the wedge block  100  could be rubber or other elastic material. 
     Various embodiments comprise various numbers of wedge blocks  100 . The number of wedge blocks  100  used in any aerospace embodiment is dependent on the diameter of the separation ring  28 , the vibration frequency of the fairing, and the loads experienced by the separation ring  28 . Alternative embodiments used with other vehicles, pipes, or machines will have different factors that determine the number of wedge blocks  100  required to reduce vibration and/or shock experienced by the system. The goal is to spread the load over all of the wedge blocks  100 , where the load includes the vibration and aerodynamic loads, while establishing a zero gap fit at the horizontal separation plane and removing tongue and groove clearances. 
     In some embodiments, wedge block cutouts and wedge blocks may be positioned on a lower or bottom portion of the tongue groove (as shown in  FIGS. 8A-13 ) while other wedge block cutouts and wedge blocks may be positioned on an upper or top surface of the tongue groove, meaning positioned in the upper flange of the tongue groove (as shown in  FIG. 14 ). In additional or alternative embodiments, two or more wedge blocks can be inserted in each wedge block cutout. 
     The various embodiments of methods, devices, and systems used to interconnect or join two components under high loads and possible shocks have been described herein in detail. Such interconnection or joint systems and devices are capable of being designed and constructed using other methods and of being practiced or of being carried out in various ways as will be readily understood by those of skill in the art upon review of the present disclosure. Such modifications and alterations of those embodiments as will occur to those skilled in the art upon review of the present disclosure are within the scope and spirit of the claimed invention, as set forth in the following claims. In addition, it is to be understood that the phraseology and terminology used herein is for the purpose of description and should not be regarded as limiting.

Technology Classification (CPC): 5