Patent Description:
Many aircraft have at least one cargo bay designed to receive cargo. Such cargo bays include cargo loading systems that include rollers located on a floor of the cargo bay to provide conveyance for moving a unit load device (ULD) or other cargo through the cargo bay. After cargo has been loaded into the cargo bay, it may be desirable to restrain the cargo. Some ULDs have pockets along the sides of the ULD. Restraints may be located in the pockets to provide longitudinal and/or lateral restraint. Such restraint reduces the likelihood of cargo shifting relative to the cargo bay during taxi, takeoff, flight, and landing. Some current restraint actuation systems gang (or group) together multiple restraints such that restraints can be actuated (e.g., raised or stowed) from a single point and/or with a single action. Raising or stowing all of the ganged restraints limit the number of available cargo load configurations. In this regard, additional cargo load configurations would be possible if individual restraints, within the ganged restraints, could be selectively rotated to a stowed position.

<CIT> relates to a cargo lock for aircraft cargo loading such as a pallet, designed for optional tension release, in which a detent and toggle detent are mounted for independent pivotal movement relative to a fixed mount and are connected together by a sheer pin for movement of the detent to cargo release position while the toggle detent remains in locked position.

<CIT> relates to an aircraft cargo handling system having a pair of load restraining rail assemblies, each of which has a shaft assembly running substantially parallel to the longitudinal axis of the aircraft.

<CIT> relates to a cargo restraint for use in loading and unloading cargo in the hold of an aircraft includes a lip member which extends into the path of cargo entering the aircraft and is yieldably mounted to rotate out of the way of cargo entering the cargo hold.

<CIT> relates to a cargo handling system for carriers but specifically for aircraft incorporating an automatic guide and restraint device which is utilized in cooperation with a side manually adjustable fore/aft locking device with a slaved vertical restraint device.

<CIT> relates to a cargo restraint mechanism for restraining cargo pallets.

<CIT> relates to a locking pin assembly for a cargo loading system including a shaft, a first retention pin, a second retention pin, and a synchronizer.

According to an aspect of the invention, a cargo restraint system as claimed in clam <NUM> is disclosed herein.

In various embodiments, the plunger may include a plunger rod and a plunger lever. The plunger rod may be configured to translate in a radial direction relative to the axis. The plunger lever may be configured to rotate about a pin located through the plunger rod.

In various embodiments, the first restraint may further include a plunger torsion spring configured to apply a first biasing load to the plunger lever, and a compression spring configured to bias a first end of the plunger rod toward the axis. In various embodiments, the head of the first restraint may include a first lever interference surface configured to contact a first lever surface of the plunger when the plunger is in the engaged state.

In various embodiments, the actuator shaft may be configured to rotate about the axis, in which case the first restraint and the second restraint are located about the actuator shaft.

In various embodiments, the first restraint may further include a shroud located radially between the actuator shaft and the head of the first restraint. The shroud may define a plunger opening configured to receive the plunger. In the engaged state, the plunger is located in the plunger opening. In the disengaged state, the plunger is located radially outward of an outer circumferential surface of the shroud.

In various embodiments, the first restraint may further include a drive cap coupled to the head, in which case the shroud includes a protrusion extending radially outward from the outer circumferential surface of the shroud, the protrusion in that case being configured to contact the drive cap. In various embodiments, a key may be located in a key opening defined by the shroud and in a key channel defined by the actuator shaft.

The detailed description of exemplary embodiments herein makes reference to the accompanying drawings, which show exemplary embodiments by way of illustration. While these exemplary embodiments are described in sufficient detail to enable those skilled in the art to practice the invention, it should be understood that other embodiments may be realized and that logical, chemical, and mechanical changes may be made without departing from scope of the invention as defined by the appended claims. For example, the steps recited in any of the method or process descriptions may be executed in any order and are not necessarily limited to the order presented. Also, any reference to attached, fixed, connected or the like may include permanent, removable, temporary, partial, full and/or any other possible attachment option.

The present disclosure provides a restraint for an aircraft cargo restraint system that is individually retractable. In this regard, the restraint may be rotated (e.g., using any appropriate motion or combination of motions) from a raised (or deployed) position to a stowed position, while the other restraints in the system remain in the raised position. In accordance with various embodiments, the restraint system includes an actuation assembly configured to translate and/or rotate a first group of the restraints. Each of the restraints in the first group of restraints includes a plunger. The plunger may be translated between an engaged state and a disengaged state. When a restraint's plunger is in the engaged state, the restraint is rotationally coupled to its respective actuation assembly, such that rotation of the actuation assembly causes rotation of the restraint. When a restraint's plunger is in the disengaged state, the restraint may be actuated (e.g., rotated) independently from the other restraints coupled to the actuation assembly. Allowing the restraints to be actuated as a group or independently from one another allows for both control of groups from a single actuation, while increasing the number of available restraining configurations throughout the cargo deck.

<FIG> illustrates an aircraft <NUM> with cargo <NUM> being loadable through a loading door <NUM> of the aircraft <NUM>. Cargo <NUM> (e.g., a ULD, pallet, or the like) may be loaded through loading door <NUM> and onto a cargo deck <NUM>. <FIG> illustrates cargo deck <NUM>. An X-Y-Z axis is shown in various drawings to illustrate various orientations of components. With reference to <FIG>, cargo deck <NUM> includes a cargo deck floor <NUM>, which may be formed by one or more panels <NUM> that are coupled to various structural components of aircraft <NUM> (e.g., to beams, floors, etc.).

With continued reference to <FIG>, in accordance with various embodiments, cargo deck <NUM> includes a cargo restraint system <NUM>. Stated differently, cargo restraint system <NUM> may be installed along cargo deck <NUM>. Cargo deck <NUM> may also include a cargo loading system <NUM> comprising a plurality of freely rotating conveyance rollers and/or powder drive units (PDUs) mounted in the cargo deck <NUM> to define the conveyance plane. Cargo loaded onto the aircraft cargo deck <NUM> can be moved throughout the cargo deck <NUM> using the cargo loading system <NUM>.

Cargo restraint system <NUM> may be used to restrain cargo (e.g., unit load devices (ULDs)) within/relative to the cargo deck <NUM>. The cargo restraint system <NUM> may include a plurality of first restraints <NUM>, one or more secondary restraints <NUM>, and a plurality of third restraints <NUM>. In various embodiments, the first restraints <NUM> may be referred to as X-restraints as they may restrict cargo from translating in the X (or longitudinal) direction. The secondary restraints <NUM> may be referred to as Z-restraints as they may restrict cargo from translating in the Z (or vertical) direction. The third restraints <NUM> may be referred to as YZ-restraints as they may restrict translation of cargo in the Z direction and the Y (or lateral) direction. However, one skilled in the art will realize that the restraints <NUM>, <NUM>, <NUM> may be used to restrain cargo in any other directions (e.g., the first restraints <NUM> may restrain cargo in the Y direction, secondary restraints may restrain cargo in the X direction, etc.).

The restraint system <NUM> may include an actuation assembly <NUM>. A control region <NUM> of actuation assembly <NUM> may be located, for example, proximate loading door <NUM>, a forward end of the aircraft, and/or at any other location that may be readily accessible to crew responsible for loading cargo into cargo deck <NUM>. As described in further detail below, various components of actuation assembly <NUM> may be located under panels <NUM>. Actuation assembly <NUM> is configured to control the actuation of the first restraints <NUM>. In this regard, actuation assembly <NUM> may be employed to simultaneously rotate first restraints <NUM> between a raised position and a stowed position. In various embodiments, actuation assembly <NUM> may also control actuation of the second restraints <NUM> and/or the third restraints <NUM>.

<FIG> illustrates how the various restraints of restraint system <NUM> may restrain a ULD <NUM>. As shown, the first restraint <NUM> may rest between tab <NUM> and tab <NUM> of the ULD <NUM>, restricting movement of the ULD <NUM> in the X direction. The second restraint <NUM> may rest above and between tab <NUM> and tab <NUM> of the ULD <NUM>, restricting movement of the ULD <NUM> in the Z direction and the X direction. The third restraint <NUM> may rest adjacent and above the tab <NUM> of the ULD <NUM>, restricting movement of the ULD <NUM> in the Y direction and the Z direction.

Referring now to <FIG>, additional details of a first restraint <NUM> are shown. As shown, first restraint <NUM> may be actuated between a raised position (as shown in <FIG>) and a stowed position (as shown in <FIG>). First restraint <NUM> may include a head (or restraint body) <NUM>, which may be both raised and stowed. In the raised position, head <NUM> extends above the cargo deck floor <NUM>. Stated differently, in the raised position, at least, a portion of head <NUM> is located above an upper surface <NUM> of the panel <NUM>. In the stowed position, head <NUM> may fit within an orifice <NUM> formed in the cargo deck floor <NUM>. For example, panel <NUM> may define an orifice <NUM> configured to receive head <NUM>. In the stowed position, a first surface <NUM> of head <NUM> may be substantially flush (e.g., ± <NUM>° from flush) and/or planar with upper surface <NUM> of the panel <NUM>.

With reference to <FIG> and <FIG>, first restraint <NUM> is illustrated in the raised position. In <FIG>, panel <NUM> is removed to illustrate components of cargo restraint system <NUM> that may be located under upper surface <NUM> of panel <NUM>. First restraint <NUM> may be raised into (e.g., located within) a pocket <NUM> of ULD <NUM>. Pocket <NUM> may be defined by a flange <NUM> located about a perimeter of ULD <NUM>. Flange <NUM> may form one or more of tabs <NUM>, <NUM>, <NUM>, <NUM> in <FIG>. A mount <NUM> (<FIG>) may be coupled to panel <NUM> via fasteners <NUM>. In accordance with various embodiments, an actuator shaft <NUM> may be located through, and may extend through, mount <NUM> and head <NUM>. Stated differently, mount <NUM> and head <NUM> may be located on, and/or mounted on, actuator shaft <NUM>. Mount <NUM> may be a stationary structure. Head <NUM> and actuator shaft <NUM> may rotate relative to mount <NUM>. Actuator shaft <NUM> rotates about an axis A-A'.

In various embodiments, first restraint <NUM> may include one or more head torsion spring(s) <NUM>. In various embodiments, head torsion spring <NUM> may be configured to bias head <NUM> toward the raised position. Stated differently, head torsion spring <NUM> may be configured to bias head <NUM> in a first circumferential direction C1 (<FIG>) about axis A-A'. In various embodiments, head torsion spring <NUM> may be configured to bias head <NUM> toward the stowed position. In various embodiments, the head torsion spring may be eliminated. As described in further detail below, first restraint <NUM> includes a plunger <NUM> (<FIG>), which may engage actuator shaft <NUM>, such that rotation of actuation shaft is transferred to head <NUM>. Stated differently, when the plunger <NUM> is in an engaged state, head <NUM> rotates with actuator shaft <NUM>.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated. In accordance with various embodiments, first restraint <NUM> includes a plunger <NUM>. In <FIG>, first restraint <NUM> is in the raised position and plunger <NUM> is in an engaged state. Plunger <NUM> includes a plunger rod <NUM> and a plunger lever <NUM>. Plunger rod <NUM> is configured to translate radially (i.e., perpendicular to axis A-A'). In this regard, plunger rod <NUM> translates toward and away from actuator shaft <NUM> and axis A-A'. In various embodiments, plunger rod <NUM> may be located in a plunger channel <NUM> defined by head <NUM>. A compression spring <NUM> may be located about plunger rod <NUM>. Compression spring <NUM> may be compressed between a spring interference surface <NUM> of plunger rod <NUM> and a bushing <NUM> located about plunger rod <NUM>. In various embodiments, bushing <NUM> may be eliminated and compression spring <NUM> may be compressed between spring interference surface <NUM> of plunger rod <NUM> and a second spring interference surface formed by head <NUM>. Compression spring <NUM> biases a first end <NUM> of plunger rod <NUM> in the radially inward direction (i.e., toward actuator shaft <NUM> and axis A-A').

A pin <NUM> may be located through plunger rod <NUM> and plunger lever <NUM>. Pin <NUM> may be located proximate a second end <NUM> of plunger rod <NUM>. Second end <NUM> is opposite first end <NUM>. Plunger lever <NUM> may rotate about pin <NUM>. A plunger torsion spring <NUM> may be located about pin <NUM> and may apply a biasing load to plunger lever <NUM>. Plunger torsion spring <NUM> may bias plunger lever <NUM> in a first circumferential direction C2 about pin <NUM>.

In accordance with various embodiments, a shroud <NUM> may be located about actuator shaft <NUM>. Stated differently, an inner circumferential surface <NUM> of shroud <NUM> may define a shaft channel <NUM> configured to receive actuator shaft <NUM>. In accordance with various embodiments, a plunger opening <NUM> is formed in the outer circumferential surface <NUM> of shroud <NUM>. Stated differently, shroud <NUM> defines plunger opening <NUM>. Plunger opening <NUM> is configured to receive first end <NUM> of plunger rod <NUM>. Locating plunger rod <NUM> in plunger opening <NUM> creates an interference between plunger rod <NUM> and shroud <NUM>, such that plunger rod <NUM> is prevented from translating relative to shroud <NUM>. In accordance with various embodiments, shroud <NUM> defines a key opening (e.g., a bore) <NUM> configured to receive a key <NUM>. Actuator shaft <NUM> may define a key channel <NUM>. Key <NUM> may be located through key opening <NUM> and in key channel <NUM>, in response to radially aligning key opening <NUM> and key channel <NUM>. Locating key <NUM> in key opening <NUM> and key channel <NUM> rotationally couples shroud <NUM> to actuator shaft <NUM>, such that rotation of actuator shaft <NUM> about axis A-A' causes shroud <NUM> to rotate about axis A-A'.

Shroud <NUM> includes a protrusion <NUM>. Protrusion <NUM> extends radially outward from outer circumferential surface <NUM> of shroud <NUM>. A drive cap <NUM> may be located around first end <NUM> of plunger rod <NUM>, and between plunger rod <NUM> and head <NUM>. Drive cap <NUM> may be coupled to head <NUM>. When plunger <NUM> is an engaged state (i.e., when plunger rod <NUM> is located in plunger opening <NUM>), protrusion <NUM> may be located proximate drive cap <NUM> and/or may abut drive cap <NUM>.

Rotation of actuator shaft <NUM> about axis A-A' causes shroud <NUM> to rotate in the same direction about axis A-A' as actuator shaft <NUM> due to key <NUM> being located in and contacting both actuator shaft <NUM> and shroud <NUM>. When plunger <NUM> is in the engaged state, rotation of shroud <NUM> in a second circumferential direction C4 (<FIG>) causes head <NUM> to rotate in the second circumferential direction C4 about axis A-A' due to the contact between protrusion <NUM> and drive cap <NUM>. When plunger <NUM> is in the engaged state, rotation of shroud <NUM> in first circumferential direction C1 causes head <NUM> to rotate in the first circumferential direction C1 about axis A-A' due to the contact between shroud <NUM> and first end <NUM> of plunger rod <NUM>. In this regard, when plunger <NUM> is in the engaged state, rotational force in the second circumferential direction C4 (<FIG>) is transferred from shroud <NUM> to head <NUM> via contact between protrusion <NUM> and drive cap <NUM>, and rotational force in the first circumferential direction C1 is transferred from shroud <NUM> to head <NUM> via contact between first end <NUM> of plunger rod <NUM> and the surface defining shroud opening <NUM>.

When plunger rod <NUM> is radially aligned with plunger opening <NUM>, compression spring <NUM> forces first end <NUM> of plunger rod <NUM> into plunger opening <NUM> (i.e., plunger <NUM> is forced into the engaged state). When plunger rod <NUM> is located in plunger opening <NUM>, the location of second end <NUM> of plunger rod <NUM> and pin <NUM> generates an interference between a first lever surface <NUM> of plunger lever <NUM> and a first lever interference surface <NUM> of head <NUM>. In accordance with various embodiments, plunger torsion spring <NUM> is configured to bias first lever surface <NUM> toward first lever interference surface <NUM>. The interference (e.g., contact) between first lever surface <NUM> and first lever interference surface <NUM> blocks, or prevents, further rotation of plunger lever <NUM> in the first circumferential direction C2 about pin <NUM> (i.e., the inference overcomes the biasing load being applied by plunger torsion spring <NUM>). In the engaged state, plunger lever <NUM> may be located radially inward of an upper surface <NUM> of head <NUM>. In this regard, a distance between plunger lever <NUM> and axis A-A' may be less than a distance between upper surface <NUM> and axis A-A'. Upper surface <NUM> may be approximately perpendicular to first surface <NUM> and side surfaces <NUM> (<FIG>). As used in the previous context only, "approximately" means ± <NUM>° from perpendicular. In accordance with various embodiments, the spring constant of compression spring <NUM> is selected (e.g., is great enough) to overcome the biasing load applied by plunger torsion spring <NUM>.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated, with first restraint <NUM> in the raised position and plunger <NUM> in a disengaged state. To translate plunger <NUM> from the engaged state (<FIG>) to the disengaged state (<FIG>), a load L1 is applied to plunger lever <NUM>, thereby causing plunger lever <NUM> to rotate in a second circumferential C3 about pin <NUM> (e.g., in a direction opposite the biasing force applied by plunger torsion spring <NUM>). The load L1, along with an interference between an end <NUM> of plunger lever <NUM> and a second lever interference surface <NUM> of head <NUM>, forces pin <NUM>, second end <NUM> of plunger rod <NUM>, and first lever surface <NUM> away from first lever interference surface <NUM> of head <NUM> and axis A-A'. The translation of plunger rod <NUM> away from axis A-A' causes first end <NUM> of plunger rod <NUM> to translate out of plunger opening <NUM>. The translation of plunger rod <NUM> away from axis A-A' also compresses compression spring <NUM> between spring interference surface <NUM> and bushing <NUM>.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated, with plunger <NUM> in the disengaged state and first restraint <NUM> beginning to rotate toward the stowed position. In response to first end <NUM> of plunger rod <NUM> being located outside of plunger opening <NUM>, head <NUM> can rotate about shroud <NUM>. Stated differently, locating first end <NUM> of plunger rod <NUM> radially outward of outer circumferential surface <NUM> of shroud <NUM> removes the interference between shroud <NUM> and plunger rod <NUM>, thereby allowing first end <NUM> of plunger rod <NUM> to translate circumferentially about axis A-A' and along the outer circumferential surface <NUM> of shroud <NUM>. Shroud <NUM> does not rotate with head <NUM> due, at least in part, to the contact between key <NUM> and actuator shaft <NUM>. With plunger <NUM> in the disengaged state, head <NUM> can be rotated in a second circumferential direction C4 about shroud <NUM>, actuator shaft <NUM>, and axis A-A' (e.g., toward the stowed position) in response to a load L2 greater than the biasing force of head torsion spring <NUM> being applied to head <NUM>.

As head <NUM> is rotated in the second circumferential direction C4 (i.e., toward to stowed position), outer circumferential surface <NUM> of shroud <NUM> blocks first end <NUM> of plunger rod <NUM> from translating radially inward (i.e., toward axis A-A'), thereby maintaining the distance between pin <NUM> and first lever interference surface <NUM> of head <NUM> and between second end <NUM> of plunger rod <NUM> and first lever interference surface <NUM>. The increased distance from first lever interference surface <NUM>, along with the biasing force applied by plunger torsion spring <NUM>, forces plunger lever <NUM> to rotate in the first circumferential direction C2 about pin <NUM>. Plunger lever <NUM> may rotate about pin <NUM> until first lever surface <NUM> contacts head <NUM> (e.g., until plunger lever <NUM> contacts first lever interference surface <NUM>). In the disengaged state, end <NUM> of plunger lever <NUM> may be located above upper surface <NUM> of head <NUM>. Stated differently, a distance between end <NUM> of plunger lever <NUM> and axis A-A' may be greater than the distance between upper surface <NUM> of head <NUM> and axis A-A', when plunger <NUM> is in the disengaged state.

With reference to <FIG> and <FIG>, as head <NUM> is rotated toward panel <NUM>, contact is generated between a vertical surface <NUM> of panel <NUM> and plunger lever <NUM>. Vertical surface <NUM> may be approximately perpendicular to upper surface <NUM> of panel <NUM>. As used in the previous context only, "approximately" means ± <NUM>° from perpendicular. The contact between vertical surface <NUM> and plunger lever <NUM> overcomes the biasing force applied by plunger torsion spring <NUM>, thereby forcing plunger lever <NUM> to rotate about pin <NUM> in the second circumferential direction C3 (i.e., in a direction opposite the direction of the biasing load applied by plunger torsion spring <NUM>). Stated differently, the contact between vertical surface <NUM> and plunger lever <NUM> translates end <NUM> of plunger lever <NUM> toward second lever interference surface <NUM>, thereby decreasing the distance between end <NUM> of plunger lever <NUM> and axis A-A'.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated, with plunger <NUM> in the disengaged state and first restraint <NUM> in the stowed position. In response to end <NUM> of plunger lever <NUM> translating past a bottom edge <NUM> of vertical surface <NUM>, plunger torsion spring <NUM> forces plunger lever <NUM> to rotate in the first circumferential direction C2 about pin <NUM>, thereby forcing end <NUM> of plunger lever <NUM> to translate past (e.g., above) upper surface <NUM> of head <NUM>. Load L2 (<FIG>) may be removed from, and/or no longer applied to, head <NUM> in response to end <NUM> of plunger lever <NUM> translating past edge <NUM> of vertical surface <NUM>. In response to the load L2 being removed from head <NUM>, head torsion spring <NUM> may bias head <NUM> in the first circumferential direction C1 about axis A-A'. The biasing force of head torsion spring <NUM> forces end <NUM> of plunger lever <NUM> toward an underside surface <NUM> of panel <NUM>. Underside surface <NUM> of panel is oriented away from upper surface <NUM> of panel. The contact between end <NUM> of plunger lever <NUM> and underside surface <NUM> of panel <NUM> maintains head <NUM> in the stowed position. Stated differently, the interference between plunger lever <NUM> and underside surface <NUM> prevents first restraint <NUM> from rotating to the raised position.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated, with the plunger in the disengaged state and prior to first restraint <NUM> being rotated from the stowed state toward the raised state. In accordance with various embodiments, to rotate first restraint <NUM> from the stowed position to the raised position, plunger <NUM> is translated to the engaged position, thereby rotationally coupling head <NUM> to shroud <NUM> and actuator shaft <NUM>. In this regard, actuator shaft <NUM> is rotated about axis A-A', thereby causing shroud <NUM> to rotate about axis A-A'. The rotation of shroud <NUM> brings protrusion <NUM> of shroud <NUM> into contact with drive cap <NUM>. Protrusion <NUM> and drive cap <NUM> are configured such that plunger opening <NUM> is radially aligned with the first end <NUM> of plunger rod <NUM> when protrusion <NUM> contacts drive cap <NUM>, however, the frictional force between underside surface <NUM> and plunger lever <NUM> prevents plunger rod <NUM> from translating into plunger opening <NUM>. In this regard, the contact between protrusion <NUM> and drive cap <NUM> may force head <NUM> to rotate in the second circumferential direction C4 about axis A-A' (i.e., away from the raised position and in the direction opposite the direction of the biasing load applied by head torsion spring <NUM>). The rotation of head <NUM> in the second circumferential direction C4 about axis A-A' forces end <NUM> of plunger lever <NUM> away from underside surface <NUM> of panel <NUM>.

With reference to <FIG>, a cross-section view of first restraint <NUM>, taken along line <NUM>-<NUM> in <FIG>, is illustrated, with plunger <NUM> in the engaged state and with first restraint <NUM> in position for the first restraint <NUM> to be rotated from the stowed position toward the raised position. In accordance with various embodiments, removing the frictional force between plunger lever <NUM> and underside surface <NUM> of panel <NUM>, along with the biasing force applied by compression spring <NUM> and the alignment of first end <NUM> of plunger rod <NUM> with plunger opening <NUM>, causes first end <NUM> of plunger rod <NUM> to translate radially inward, toward axis A-A' and into plunger opening <NUM>. The radially inward translation of plunger rod <NUM> translates second end <NUM> of plunger rod <NUM> and pin <NUM> toward first lever interference surface <NUM>, thereby forcing first lever surface <NUM> into contact with first lever interference surface <NUM>. The contact between first lever interference surface <NUM> and first lever surface <NUM> forces end <NUM> of plunger lever <NUM> toward second lever interference surface <NUM>, thereby locating end <NUM> of plunger lever <NUM> radially inward of upper surface <NUM> of head <NUM>. With additional reference to <FIG>, with end <NUM> of plunger lever <NUM> radially inward of upper surface <NUM>, head <NUM> may be rotated in the first circumferential direction C1 about axis A-A' and into the raised position.

While the <FIG> describe details of first restraint <NUM>, it is further contemplated and understood that secondary restraints <NUM> and/or third restraints <NUM> in <FIG> and <FIG> may include the features and functionalities described herein with reference to first restraint <NUM>. For example, secondary restraints <NUM> and/or third restraints <NUM> may include a plunger, similar to plunger <NUM>, and rotation of the secondary restraints <NUM> and/or third restraints <NUM> between a raised position and a stowed position may be controlled by actuation assembly <NUM> when the plungers are in an engaged state, and by rotating the restraints independently of one another when the plungers are in a disengaged state.

" Moreover, where a phrase similar to "at least one of A, B, or C" is used in the claims, it is intended that the phrase be interpreted to mean that A alone may be present in an embodiment, B alone may be present in an embodiment, C alone may be present in an embodiment, or that any combination of the elements A, Band C may be present in a single embodiment; for example, A and B, A and C, B and C, or A and B and C.

Systems, methods, and apparatus are provided herein. In the detailed description herein, references to "one embodiment", "an embodiment", "an example embodiment", etc., indicate that the embodiment described may include a particular feature, structure, or characteristic, but every embodiment may not necessarily include the particular feature, structure, or characteristic.

Claim 1:
A cargo restraint system (<NUM>), comprising:
a first restraint (<NUM>) configured to rotate about an axis;
a second restraint (<NUM>) configured to rotate about the axis; and
an actuator assembly (<NUM>) comprising an actuator shaft (<NUM>), the actuator assembly (<NUM>) configured to simultaneously rotate the first restraint (<NUM>) and the second restraint (<NUM>) between a raised position and a stowed position,
wherein the first restraint (<NUM>) includes:
a head (<NUM>) configured to rotate about the axis; and
a plunger configured to translate between an engaged state and a disengaged state, wherein in the engaged state the head (<NUM>) is rotationally coupled to the actuator assembly (<NUM>), and wherein in the disengaged state the head (<NUM>) of the first restraint (<NUM>) rotates independently of the second restraint (<NUM>) and the actuator assembly (<NUM>),
wherein the plunger (<NUM>) translates toward the actuator shaft (<NUM>) when translating from the disengaged state to the engaged state, and the plunger (<NUM>) translates away from the actuator shaft (<NUM>) when translating from the engaged state to the disengaged state.