Patent Description:
Many seats such on passenger vehicles such aircraft, buses, trains, and the like are removably mounted in a track secured to the floor of the vehicle. The tracks typically include a channel where two lips partially enclose the upper side of the channel to form a slot. Semicircular cutout portions are spaced along the lips to create a series of larger circular openings in the slot. Typically, a track fitting assembly is used to couple the passenger seat to the track, where the track fitting assembly includes an aft fitting that has studs that extend outwardly from the track fitting body. The studs are typically designed with a flared end attached to a narrower neck. The flared ends of the studs pass through the larger circular openings (e.g., in a vertical direction), and the track fitting assembly is moved along the track (e.g., in a horizontal direction) until the flared ends contact the underside of the slot lips. Standard threaded fasteners or wedge-type elements are commonly used to create a snug fit between the studs and the track lips to prevent seat rattle and unintended seat displacement. Typical track fitting assemblies may have difficulty attaching to some tracks, particularly think tracks, and the stability of the connection between the track fitting assemblies and tracks may thus be weakened or compromised.

Document <CIT> describes a seat securing system for passenger seats that includes a mounting part and a base body, wherein the base body is movable relative to the mounting part such that a plunger of the base body can selectively engage a track.

Document <CIT> describes a track fitting assembly for removably securing a seat through a swivel bearing to a track. The track fitting assembly includes a fitting body and a shear plunger.

Document <CIT> describes an adjustable seating system that includes seating units mounted on tracks. Each seating unit includes a pivotally mounted locking member to lock the rear legs to the tracks.

A track fitting assembly for a passenger seat is provided as defined in claim <NUM>.

The features and components of the following figures are illustrated to emphasize the general principles of the present disclosure. Corresponding features and components throughout the figures can be designated by matching reference characters for the sake of consistency and clarity.

The described embodiments of the invention provide track fitting assembly for passenger seats. While the track fitting assembly is discussed for use with aircraft seats, it is by no means so limited. Rather, embodiments of the track fitting assembly may be used in passenger seats or other seats of any type or otherwise as desired.

According to certain embodiments of the present invention, as shown in <FIG>, a track fitting assembly <NUM> for a passenger seat <NUM> includes a track fitting main body <NUM> and an anti-rattle shear body <NUM>. The track fitting assembly <NUM> is used to secure the passenger seat <NUM> to a track <NUM>. The track fitting assembly <NUM> may be formed of materials including but not limited to aluminum, stainless steel, aramid fibers, polycarbonate, polypropylene, other metallic materials, composite materials, or other similar materials that are able to provide the necessary structural integrity for securing the track fitting assembly <NUM> to the track <NUM>. Additionally, each feature of the track fitting assembly <NUM> may be formed of the same materials or of different materials as desired.

As best illustrated in <FIG>, the track fitting main body <NUM> includes a base <NUM> and a protuberance <NUM> extending from the base <NUM>. The base <NUM> includes a forward end <NUM> and an aft end <NUM> opposite from the forward end <NUM>. The protuberance <NUM> extends from the base <NUM> at a location between the forward end <NUM> and the aft end <NUM>. The base <NUM> includes at least one stud <NUM> that is configured to engage the track <NUM> to secure the track fitting assembly <NUM> to the track <NUM>. In some examples the base <NUM> includes a plurality of studs <NUM>. In certain examples, the base <NUM> includes at least three studs <NUM>, such as at least four studs <NUM>, although it need not in other examples, In the example of <FIG>, the base <NUM> includes four studs <NUM>. In some examples, and as best illustrated in <FIG>, the base <NUM> includes a forward cavity <NUM> that at least partially receives a biasing member <NUM>. The forward cavity <NUM> is optionally forward of the protuberance <NUM>, although it need not be in other examples.

The protuberance <NUM> is the portion of the track fitting main body <NUM> that engages the passenger seat <NUM>. In certain examples, at least one stud <NUM> is forward of the protuberance <NUM>. In various examples, the protuberance <NUM> defines an aperture <NUM>, and a connector <NUM> for engaging the passenger seat <NUM> is retained in the aperture <NUM>. In the example of <FIG>, the connector <NUM> is a spherical bearing <NUM> that is held in place with spring clips <NUM>, and a bolt (not illustrated) may connect a leg of the passenger seat <NUM> with the spherical bearing <NUM>; however, in other examples, the connector <NUM> may be other suitable mechanisms for engaging the passenger seat <NUM> as desired.

In addition to the aperture <NUM>, the protuberance <NUM> includes a connecting portion <NUM>. The connecting portion <NUM> is between a first portion <NUM> of the protuberance <NUM> and a second portion <NUM> of the protuberance <NUM>. In some examples, and as illustrated in <FIG>, the first portion <NUM> may optionally define the aperture <NUM>. The connecting portion <NUM> includes a connecting cavity <NUM> that at least partially receives a portion of a connector <NUM> when the track fitting assembly <NUM> is assembled and as discussed in greater detail below. The connecting cavity <NUM> may also optionally at least partially receive a portion of a biasing member <NUM>, which is discussed in greater detail below. In such examples with the biasing member <NUM>, the connecting cavity <NUM> may include a ledge that engages the biasing member <NUM> within the connecting cavity <NUM>.

In certain examples, the connecting portion <NUM> includes guides <NUM> that selectively engage corresponding channels <NUM> on the anti-rattle shear body <NUM>. In various aspects, engagement of the guides <NUM> with the channels <NUM> may facilitate alignment and positioning of the anti-rattle shear body <NUM> on the track fitting main body <NUM>.

Optionally, the protuberance <NUM> includes one or more alignment features <NUM>. In certain examples, the alignment features <NUM> provide a visual indication indicating that the anti-rattle shear body <NUM> is properly installed on the track fitting main body <NUM>. In various examples, the visual indication may include one of the alignment features <NUM> aligning with an alignment aperture <NUM> on the anti-rattle shear body <NUM> such that the particular alignment feature is visible through the alignment aperture <NUM>. However, in other examples, the alignment features may provide various other types of indications as desired that indicate proper or improper installation of the anti-rattle shear body <NUM> on the track fitting main body <NUM>.

The anti-rattle shear body <NUM> is positionable on the track fitting main body <NUM> and is movable relative to the track fitting main body <NUM> between a locked position (<FIG>) and an unlocked position (<FIG>). In various examples, one or more biasing members are provided between the anti-rattle shear body <NUM> and the track fitting main body <NUM>. In the example of <FIG>, the track fitting assembly <NUM> includes two biasing members: the forward biasing member <NUM> and the aft biasing member <NUM>. However, in other examples, the track fitting assembly <NUM> may include a single biasing member or a plurality of biasing members. The biasing members <NUM>, <NUM> may be various suitable devices or mechanisms that bias the anti-rattle shear body <NUM> away from the track fitting main body <NUM> (i.e., towards the unlocked position). In the example of <FIG>, the biasing members <NUM>, <NUM> are springs, although other suitable mechanisms may be utilized.

The anti-rattle shear body <NUM> includes a forward end <NUM> and an aft end <NUM> opposite from the forward end <NUM>. As best illustrated in <FIG>, <FIG>, the anti-rattle shear body <NUM> includes a plunger <NUM> proximate to the forward end <NUM>. In various examples, the anti-rattle shear body <NUM> is assembled on the track fitting main body <NUM> such that the plunger <NUM> is forward of the forward end <NUM> of the track fitting main body <NUM>. The plunger <NUM> is configured to engage openings in the track <NUM> when the anti-rattle shear body <NUM> is in the locked position. In some cases, the anti-rattle shear body <NUM> optionally includes one or more supplemental plungers <NUM> in addition to the plunger <NUM>. The supplemental plungers <NUM> may be on the anti-rattle shear body <NUM> between the plunger <NUM> and the aft end <NUM>, and similar to the plunger <NUM>, are configured to engage openings in the track <NUM>. Optionally, one of the supplemental plungers <NUM> may engage the track <NUM> at a location between two of the studs <NUM> of the track fitting main body <NUM>. Engagement of the plunger <NUM> with the track <NUM> and optionally the supplemental plungers <NUM> with the track <NUM> may secure the track fitting assembly <NUM> relative to the track <NUM>.

In various examples, the anti-rattle shear body <NUM> includes a forward aperture <NUM> and an aft aperture <NUM> between the forward end <NUM> and the aft end <NUM>. As best illustrated in <FIG>, <FIG>, when the anti-rattle shear body <NUM> is assembled on the track fitting main body <NUM>, the first portion <NUM> of the protuberance <NUM> of the track fitting main body <NUM> is positionable within the forward aperture and the second portion <NUM> of the protuberance <NUM> of the track fitting main body <NUM> is positionable within the aft aperture <NUM>.

In various examples, the anti-rattle shear body <NUM> includes a connecting portion <NUM> between the forward aperture <NUM> and the aft aperture <NUM>. The connection portion <NUM> may optionally include one or more alignment apertures <NUM>. The connecting portion <NUM> includes the channels <NUM> (or other suitable feature that engages the guides <NUM>) and an aperture <NUM>. The aperture <NUM> selectively receives the connector <NUM>. The connector <NUM> may be various suitable devices for connecting the anti-rattle shear body <NUM> to the track fitting main body <NUM>, including, but not limited to, screw, bolts, pins, other threaded fasteners, hooks, etc. In various aspects, the connector <NUM> selectively positions the anti-rattle shear body <NUM> between the locked position and the unlocked position. When the anti-rattle shear body <NUM> is assembled on the track fitting main body <NUM>, the connecting portion <NUM> of the anti-rattle shear body <NUM> may engage the connecting portion <NUM> of the protuberance <NUM> such that the channels <NUM> of the connecting portion <NUM> engage the guides <NUM> of the protuberance <NUM>.

Referring to <FIG>, the anti-rattle shear body <NUM> may be initially installed on the track fitting main body <NUM> such that the anti-rattle shear body <NUM> is in the unlocked position. As illustrated in <FIG>, one or more of the alignment features <NUM> are offset from the alignment aperture <NUM> in the unlocked position. In various aspects, which the anti-rattle shear body <NUM> is in the unlocked position, the track fitting main body <NUM> may be initially posited relative to the track <NUM>.

To fully engage the track fitting assembly <NUM> with the track <NUM>, the connector <NUM> is adjusted such that the anti-rattle shear body <NUM> is moved from the unlocked position to the locked position. In some optional examples, adjusting the connector <NUM> includes torqueing or rotating the connector <NUM>. The anti-rattle shear body <NUM> may utilize a large surface area around the track fitting main body <NUM> that contacts and clamps the track <NUM> and provides an improved connection between the track fitting assembly <NUM> and the track <NUM>. The improved clamping effect may locally stiffen the track <NUM> and minimize or reduce the ability of the edges of the track <NUM> to pry up or down. The loads on the track <NUM> may also be better distributed as the track fitting assembly <NUM> may minimize upward loading on the track <NUM>. As a non-limiting example, the plunger <NUM> may transfer minimized or reduced upward loading on the track <NUM> such that most loading on the track <NUM> is in the longitudinal and lateral directions.

A collection of exemplary embodiments, including at least some explicitly enumerated as "Examples," providing additional description of a variety of embodiment types in accordance with the concepts described herein are provided below. These examples are not meant to be mutually exclusive, exhaustive, or restrictive; and the invention is not limited to these example embodiments but rather encompasses all possible modifications and variations within the scope of the issued claims.

Claim 1:
A track fitting assembly (<NUM>) for a passenger seat (<NUM>), the track fitting assembly (<NUM>) comprising:
a track fitting main body (<NUM>) connectable to a leg of the passenger seat (<NUM>) and comprising:
a base (<NUM>) having a forward end (<NUM>) and an aft end (<NUM>); and
at least one stud (<NUM>) configured to engage a track (<NUM>); and
an anti-rattle shear body (<NUM>) on the track fitting main body (<NUM>), wherein the anti-rattle shear body (<NUM>) is movable relative to the track fitting main body (<NUM>) and comprises:
a forward end (<NUM>);
an aft end (<NUM>); and
a plunger (<NUM>) at the forward end (<NUM>) and configured to engage the track (<NUM>),
wherein the anti-rattle shear body (<NUM>) is connected to the track fitting main body (<NUM>) such that the plunger (<NUM>) of the anti-rattle shear body (<NUM>) is forward of the forward end (<NUM>) of the track fitting main body (<NUM>),
wherein that the track fitting main body (<NUM>) further comprises a protuberance (<NUM>) extending from the base between the forward end (<NUM>) and the aft end (<NUM>), the protuberance (<NUM>) being configured to connect to the leg of the passenger seat (<NUM>),
wherein the anti-rattle shear body (<NUM>) further comprises a forward aperture (<NUM>) between the forward end (<NUM>) and the aft end (<NUM>) and an aft aperture (<NUM>) between the forward aperture (<NUM>) and the aft end (<NUM>), a connecting portion (<NUM>) between the forward aperture (<NUM>) and the aft aperture (<NUM>),
wherein the anti-rattle shear body (<NUM>) is movable relative to the track fitting main body (<NUM>) such that a first portion (<NUM>) of the protuberance (<NUM>) is positionable within the forward aperture (<NUM>) and a second portion (<NUM>) of the protuberance (<NUM>) is positionable within the aft aperture (<NUM>)and wherein the connecting portion (<NUM>) is configured to engage a third portion of the protuberance (<NUM>) between the first portion (<NUM>) and the second portion (<NUM>).