System for tensioning a traction element in a vehicle

Abstract

The invention relates to a system for tensioning a traction element in a vehicle, having an elongate traction element with a traction loop, a structurally fixed holder, and a tensioning device, wherein the tensioning device has an angularly bent tensioning lever with a first leg section and a second leg section, between which two leg sections a pivot bearing is arranged; wherein the structurally fixed holder has a bearing which can be moved along a first direction for coupling with the traction loop; wherein the tensioning lever is coupled with the structurally fixed holder via the pivot bearing; wherein the first leg section is coupled with the bearing such that, by pivoting of the tensioning lever, the bearing is moved in the structurally fixed holder; and wherein the second leg section has a tensioning means which is designed for adjusting a variable distance between the second leg section and a tensioning face directed towards the second leg section by the movement of the bearing for tensioning the traction element.

Description

Technical Field

[0001] This invention relates to a system for tensioning traction elements in a vehicle. Furthermore, the invention also relates to a vehicle having a compartment and a plurality of mounting elements arranged within the compartment, each of which is connected to the structure of the vehicle via at least one such traction element. Background Technology

[0002] To attach the mounting elements to the vehicle, a range of different retainers and devices are used, depending on the characteristics, size, weight, and installation location of the mounting elements. Seats and other fixtures are often mounted on fixed rails arranged at the bottom, while the mounting elements can be secured to the ceiling of the vehicle compartment via a truss-like frame structure.

[0003] For example, DE 19839701 C2 shows one such overhead luggage rack assembly. DE 19633469 C1 shows a device for holding an overhead luggage rack in an aircraft cabin, wherein ropes and straps are used in particular for holding.

[0004] This can be very costly in these known devices, especially when it comes to compensating for tolerances caused by parts and manufacturing processes when connecting and mounting components. Summary of the Invention

[0005] The object of this invention is to provide a fixing system or similar system that improves upon common tensioning systems using tension ropes in vehicles, particularly by simplifying the tensioning process and better compensating for cable length tolerances.

[0006] This objective is achieved by a system having the features described herein for tensioning traction elements in a vehicle. Advantageous implementations and improvements can be derived from the description below.

[0007] A system for tensioning a traction element in a vehicle is proposed. The system comprises an elongated traction element with a traction ring, a structurally fixed retainer, and a tensioning device. The tensioning device has an angled tensioning rod with a first leg section and a second leg section, between which a pivot bearing is arranged. The structurally fixed retainer has a bearing movable along a first direction for engagement with the traction ring. The tensioning rod is engaged with the structurally fixed retainer via the pivot bearing. The first leg section is engaged with the bearing such that pivoting of the tensioning rod causes the bearing to move within the structurally fixed retainer. The second leg section has a tensioning device designed to adjust a variable distance between the second leg section and a tensioning surface facing the second leg section by movement of the bearing for tensioning the traction element.

[0008] The elongated traction element with a traction ring is the element to be tensioned, used to receive the tensile force from the mounted components in the vehicle. Specifically, the traction element may have a traction ring at one end, and similarly, at the opposite end; however, another arrangement may also be feasible. The possible material compositions of the traction element are further discussed below. Generally, all materials with high tensile strength are suitable. This can be metallic materials and plastics, or any type of fiber-reinforced plastic. The elongated implementation of the traction element means that it has a dominant axis of extension and a relatively small cross-sectional area. Furthermore, the traction element is designed to primarily receive tensile forces, while compressive and bending forces essentially only cause elastic deformation of the traction element.

[0009] The structurally fixed retainer is therefore configured to connect to the main structure of the associated vehicle. Alternatively, the retainer can be designed as part of it. Thus, the structurally fixed retainer provides a fixed base to which the traction element is connected. Through tension, a pulling force acting along the extension direction of the traction element always acts on the structurally fixed retainer.

[0010] Finally, the tensioning device is part of the system, which can tension the traction element using a structurally fixed retainer. For this purpose, the angled tensioning rod used does not necessarily need to be implemented as an angled rod, such as an L-shaped angled rod. Alternatively, tensioning rods of any other shape can also be used, where the geometry can achieve the function of an angled rod. It can be seen here that the straight line intersecting the pivot bearing and the traction ring is not parallel to the straight line extending along the second leg section and intersecting the pivot bearing.

[0011] The movable bearing for engagement with the traction ring may be arranged, for example, in an elongated bore or a linear bearing within a structurally fixed retainer. It may be suitable to ensure that the direction of movement, i.e., the first direction, at least substantially coincides with the orientation provided by the traction element. However, this can depend on the installation conditions and design details.

[0012] The actual position of the bearing is ultimately determined by the orientation of the first leg section, since the first leg section is connected to the bearing. This may be achieved, for example, through another elongated hole or similar component in the first leg section, the intersection of which with the first direction depends on the orientation of the first leg section.

[0013] However, the orientation of the first leg segment depends on the orientation of the second leg segment, which is guided by a tensioning device at a variable distance relative to the tensioning surface. The tensioning device can, in a simple case, be a device that is guided between the second leg segment and the tensioning surface and causes a variable distance thereon. Preferably, the tensioning device is sized such that expected tolerances in the length of the traction element can be compensated for, yet sufficient margin exists for further tensioning of the traction element.

[0014] Depending on the implementation of the tensioning rod, tensioning of the traction element can be performed very simply using the system according to the invention. Therefore, the traction element can first be loosely mounted on a bearing in a structurally fixed retainer so that tensioning can later be performed directly near the traction element. Significant dimensional tolerances of the traction element can also be compensated for by the tensioning device.

[0015] A preferred embodiment has a spring-elastic element on the tensioning surface, the spring-elastic element being designed to compress the second leg segment in the direction of tensioning the traction element. The spring-elastic element allows the system according to the invention to apply a small additional tension to the traction element when the vehicle moves (which may cause slight deformation of the vehicle and thus temporary loosening of the traction element). Here, the traction element can remain taut. When the traction element is installed in a stationary vehicle, the spring-elastic element is compressed and, in particular, pressed against or in the direction of the tensioning surface due to the tension of the tensioning device and the required traction element. At this point, tensioning of the traction element can be achieved solely by the tensioning device. However, if the vehicle encounters dynamic loads, the vehicle may partially deform, thereby causing the traction element to loosen slightly in some cases. The tensioning device is then supported by the spring-elastic element, which is moved away from the tensioning surface due to the lack of pressure from the tensioning device. The spring-elastic element can be sized such that the traction element remains at least taut in this situation.

[0016] Furthermore, another advantage of using a spring-loaded element is that precise tensioning of the traction element can be achieved without being affected by length tolerances. During installation, the tensioning device can be adjusted so that the traction element is just no longer slack and the tensioning device just contacts the spring-loaded element, which is just not yet compressed. An additional remaining stroke, predetermined by the spring-loaded element, is used to create the desired tension in the traction element; this stroke is maintained until the spring-loaded element is placed on the tensioning surface or until it is maximally compressed. Thus, this is independent of the position or adjustment of the tensioning device. Therefore, the achieved tension can be determined by the dimensional design of the spring-loaded element.

[0017] The spring elastic element can be implemented as a leaf spring, the leaf spring having an elastic section facing away from the tensioning surface, the section being able to form surface contact with the tensioning device. Then, when tensioned, the leaf spring can deform such that it rests on the tensioning surface.

[0018] Alternatively, a helical spring or similar device may be used. Similarly, a compressible element made of an elastomer or another type of plastic may be used.

[0019] The tensioning surface may be equipped with visual markings, such as warning paint, which are obscured when the spring elastic element is pressed against the tensioning surface. When observing the structurally fixed retaining element, the user can directly observe that the tensioning device is not tensioned.

[0020] In an advantageous embodiment, the tensioning bar is designed in a saddle shape and has two sides spaced apart from each other and connected to each other by bridge-like sections. The saddle-shaped design allows for symmetrical force introduction between the tensioning bar and the structurally fixed retainer. The latter can be implemented to be relatively narrow and long, such that the tensioning bar surrounds the sides of the structurally fixed retainer.

[0021] Preferably, in this design, two elongated holes, parallel to each other and facing each other, are arranged in the side and guide the movable bearing. The elongated holes allow for bilateral connection with the movable bearing for symmetrical force introduction and mechanically simple implementation of the connection.

[0022] Instead, two parallel and opposite holes are arranged in the side and guide the movable bearing.

[0023] Of course, for a non-saddle-shaped design of the tensioning rod, only one elongated hole or bore is needed. Therefore, the tensioning rod can also have at least one elongated hole arranged in the first leg section and guiding a movable bearing. Alternatively, the tensioning rod can also have at least one bore arranged in the first leg section and guiding a movable bearing.

[0024] The retaining member with the fixed structure preferably has at least one elongated hole in which the bearing is arranged. Particularly for a saddle-shaped design, the extension directions of the elongated holes can be arranged side-by-side in the tension rod and the retaining member with the fixed structure, thus creating an intersection between the elongated holes that always depends on the orientation of the tension rod. This determines the temporary position of the bearing.

[0025] The pivot bearing may extend through at least one pivot bearing bore of the tensioning rod and a bore of the structurally fixed retainer. Particularly for the saddle-shaped embodiment of the tensioning rod described above, the bearing may extend through two opposing pivot bearing bores to the sides, these sides surrounding a bore in the structurally fixed retainer. The pivot bearing may in this case be implemented as a simple pin or bolt that passes through two or three bores and can be secured in the through-hole state. This securing can be achieved by tightening a pin, nut, etc.

[0026] The tensioning device can be implemented by a tensioning bolt, which is screwed into the thread of the tensioning rod. Preferably, the tensioning device, i.e., the bolt, presses against the tensioning surface with the bolt end opposite to the bolt head. This can generate sufficient force to tension the traction element. However, the function is not thus set to be fixed, because the tensioning rod may pivot during vehicle movement, causing the bolt to move away from the tensioning surface. This avoids overloading of the traction element and the structurally fixed retaining elements. However, by using a bolt, very good compensation for the length tolerance of the traction element can also be achieved, because a large range of distances between the tensioning rod and the tensioning surface can be covered by selecting the bolt length.

[0027] Particularly preferably, the traction element is equipped with reinforcing fibers that form a collar at the end, in which the traction ring is integrated. This results in excellent strength of the traction element because the traction ring is fully integrated into the force flow of the reinforcing fibers. The traction ring can particularly be implemented as a spigot extending through the collar or having such a spigot.

[0028] The invention also relates to a vehicle having a compartment and at least one mounting element arranged in the compartment, the mounting element being structurally connected to the vehicle via a system according to the invention. In particular, an assembly of multiple mounting elements may be provided.

[0029] In a particularly advantageous embodiment, the vehicle is an aircraft.

[0030] Preferably, the at least one mounting element is a storage box, particularly an overhead storage box. This storage box can be connected to the carrier at least on one side via a structure fixed to the vehicle by the system according to the invention. Attached Figure Description

[0031] Other features, advantages, and applications of the invention will become apparent from the following description of the embodiments and accompanying drawings. Hereinafter, all described and / or illustrated features, in themselves and in any combination, constitute the subject matter of the invention. Furthermore, in the drawings, the same reference numerals represent the same or similar objects.

[0032] Figure 1 An exploded view shows the system according to the invention without a traction element.

[0033] Figure 2 The system according to the invention is shown in its assembled state.

[0034] Figure 3 The end of the traction element is shown.

[0035] Figures 4a to 4c The system according to the invention is shown in the assembly process, with each step following the other.

[0036] Figure 5 The compensating movement of the tensioning element of the device according to the invention is shown when the vehicle deforms.

[0037] Figure 6a and 6b The installation of the tensioned mounting elements in the vehicle is shown in the compartment.

[0038] Figure 7 The aircraft shown has a cabin and the mounting elements arranged therein.

[0039] Figure 8 Another embodiment of the system according to the present invention is shown. Detailed Implementation

[0040] Figure 1 The system 2 according to the invention is shown in an exploded view. System 2 has a structurally fixed retaining member 4 and a tensioning device 6, which includes an angled tensioning rod 8, a tensioning bolt 10 as a tensioning element, and a bearing pin 12 for a pivot bearing. The tensioning rod 8 has a first leg section 14 and a second leg section 16, with a pivot bearing hole 18 arranged between the first and second leg sections.

[0041] exist Figure 1 In the illustration, the tensioning rod 8 is designed in a saddle shape and has a first side 20 and a second side 22, which extend parallel to each other, exemplarily. The two sides 20 and 22 are connected to each other by a bridge-like section 24. This bridge-like section has an inverted U-shaped profile cross-section in the illustrated plane. Thus, the structurally fixed retainer 4 is surrounded by the sides 20 and 22, allowing the pivot bearing hole 18 to align with the hole 26 in the structurally fixed retainer 4, and the bearing pin 12 to pass through all holes 18 and 26. This forms a pivot bearing, which is referred to as reference numeral 28 in the following figures.

[0042] Two elongated holes 30 are arranged opposite each other on the first leg section 14, extending approximately perpendicularly or laterally to the bridge-shaped section 24. On the bridge-shaped section 24, in the region of the second leg section 16, a tensioning device hole 32 is arranged, which is threaded and can accommodate a tensioning bolt 10. The relative position of the tensioning bolt 10 to the bridge-shaped section 24 can be adjusted by rotating it.

[0043] The retaining member 4, which is structurally fixed, has a tensioning surface 34 arranged below the tensioning bolt 10 in the installed state of the tensioning rod 8. The area of ​​the tensioning surface 34 and the area immediately adjacent to it support the bolt end 36, thereby enabling pivoting movement about the pivot bearing hole 18 by adjusting the relative position of the tensioning bolt 10 in the bridge-shaped section 24. If the tensioning bolt 10 is screwed deeper into the tensioning device hole 32, the pivoting rod 8 continues to pivot clockwise.

[0044] In addition, there is a spring elastic element 38, which can be inserted into the recess 42 of the structurally fixed retainer 4 via two opposing connecting plates 40. A leaf spring 44, in the form of a spring segment, is present on the spring elastic element 38, extending from the tension surface 34 when the spring elastic element 38 is installed. Through the compression of the leaf spring 44 against the tension surface 34, the leaf spring always exerts a reaction force on the bolt end 36. The entire spring elastic element can be exemplary designed as a plate with multiple modifications.

[0045] A fork-shaped assembly 48 is located on the free end 46 of the structurally fixed retainer 4. This fork-shaped assembly consists of two connecting plates 50 positioned opposite each other. These two connecting plates 50 are passed through an elongated hole 52, which extends exemplarily along the extending direction of either the structurally fixed retainer 4 or the connecting plate 50. A traction element 54 can be inserted into the fork-shaped assembly 48 and secured by a pin 56 acting as a bearing.

[0046] As can be seen here, pin 56 not only passes through the two elongated holes 52, but also additionally through the two elongated holes 30 of the tensioning rod 8, whose sides 20 and 22 surround the fork assembly 48 in the installed state. The operation is further explained in conjunction with the following figures.

[0047] Figure 2The system 2, in its assembled state, is shown with a traction element 54 arranged thereon. It is evident here that the pin 56 is movable in direction R1. Here, the direction of movement R1 corresponds to the extension direction R2 of the traction element 54, in which tension acts on the traction element 54 and thus on the pin 56. The actual position occupied by the pin 56 is determined by the elongated holes 30. These elongated holes are inclined relative to the orientation of the elongated hole 52, and as the pivot rod 8 pivots about the pivot bearing 28, the pin 56 follows the cut surface between the elongated hole 52 and the elongated hole 30, depending on the pivot position of the pivot rod 8. If the pivot rod 8 rotates clockwise, the pin 56, and thus the traction element 54, moves to the left in the plane shown; while when the pivot rod 8 pivots counterclockwise, the pin 56 moves to the right in the plane shown.

[0048] During this period, the actual position of the tensioning rod 8 is determined by the screw-in depth of the tensioning bolt 10, because the bolt end 36 is always located on the tensioning surface 34 when the traction element 54 is already tensioned, and thus directly affects the position of the tensioning rod 8. The leaf spring 44 of the spring elastic element 38 is spaced apart from the tensioning surface 34 and presses against the bolt end 36 in the position shown. In this case, the traction element 54 is only slightly tensioned. The above situation may occur if the vehicle undergoes temporary deformation during movement and the traction element 54 is thus slightly too long at this moment. The leaf spring 44 then causes a slight readjustment of the tensioning rod 8, so that the traction element 54 remains taut at least temporarily. Further embodiments for fixing the traction element 54 and tensioning the traction element are described below.

[0049] Figure 3 The end of the traction element 54 is shown, on which a traction ring 58 in the form of a socket 60 is arranged. The traction element 54 may have reinforcing fibers 62 surrounding the socket 60 or the traction ring 58. Figure 3 The image is shown in dashed lines. This results in exceptionally high tensile strength for use with the connector 60.

[0050] Figures 4a to 4c The installation of System 2 is shown in the image. Figure 4a First, it is shown that the traction element 54 is mounted in the elongated holes 30 and 52 via pin 56. The tensioning rod 8 is in the position that causes the traction element 54 to be tensioned to a minimum. In other words, pin 56 is in the loose position. Leaf spring 44 is clearly spaced from tensioning surface 34.

[0051] exist Figure 4b The length tolerance of the traction element 54 is compensated. The tension bolt 10 is screwed in just enough so that the leaf spring 44 is not bent and the traction element 54 is just no longer sagging.

[0052] Then, the tensioning bolt 10 is screwed in to such an extent that the bolt end 36 presses the leaf spring 44 against the tensioning surface 34. This applies a tension force to the traction element 54, sufficient for the desired function.

[0053] Visual markings or warnings, such as red warning paint, can be placed on the tensioning surface 34. If the leaf spring 44 is fully moved onto the tensioning surface 34, the user can directly recognize that the system 2 is fully tensioned.

[0054] Figure 5 This demonstrates compensation for temporary vehicle deformation, during which the traction element 54 is at least temporarily slightly overstretched. Consequently, the tensioning rod 8 can be moved clockwise to a further tensioned position by the leaf spring 44 pushing the bolt end 36 away from the tensioning surface 34.

[0055] Figure 6a and 6b The illustration demonstrates the potential application of tensioning system 2 within compartment 62 of vehicle 64, which incorporates multiple overhead storage compartments 66 as mounting elements on the main structure, which is enclosed by vehicle skin 65. These overhead storage compartments are connected to structurally fixed areas via traction elements 54. This... Figure 6b The following will be further explained. Figure 6b The line of sight is indicated by a directional arrow pointing along the longitudinal axis of the vehicle 64. Multiple structurally fixed retainers 4 are indicated by circles, from which multiple traction elements 54 extend outward. A retaining point 68 is exemplarily visible here, on which two structurally fixed retainers 4 are arranged, each retaining a traction element 54 via components shown in the preceding figures. An additional, non-adjustable retaining point 69 is shown on the left side of the illustrated plane, which, for example, retains the other end of the traction element 54.

[0056] Figure 7 A vehicle in the form of an aircraft 64 is shown, which has a compartment 62 arranged therein, the compartment containing a plurality of mounting elements.

[0057] at last, Figure 8 A modified variant in the form of a system 70 for tensioning the traction element 54 is shown. A tensioning rod 72, very similar to the tensioning rod 8, is used here. Exemplarily, the pivot bearing 28 is spaced slightly further from the tensioning device 10 than in the previous embodiment. Furthermore, instead of the elongated bore 30, only conventional bores 74 with circular surfaces are used. However, the elongated bore 52 in the structurally fixed retainer 4 has a slightly curved orientation to allow for a positional alignment with the bore 74 as the tensioning rod 72 pivots around the pivot bearing 28. This variant may be slightly easier to manufacture than the previous one, but provides the same tensioning possibilities.

[0058] It should be pointed out that, Figures 6a to 7 The vehicle 64 can also be equipped with the system 70 according to the invention.

[0059] Additionally, it can be noted that "having" does not exclude other elements or steps, and "an" or "a" does not exclude multiple. Furthermore, it can be noted that combinations of features already described with reference to one of the above embodiments, as well as other features of the other embodiments described above, can be used.

Claims

1. A system (2, 70) for tensioning a traction element (54) in a vehicle, said system having: - An elongated traction element with a traction ring (54). - A structurally fixed retainer (4), the structurally fixed retainer having at least one first elongated hole (52) and a tensioning surface (34), and - Tensioning device (6). The tensioning device (6) has an angled tensioning rod (8) with a first leg section (14) and a second leg section (16), and a pivot bearing (28) is arranged between the two leg sections. The fixed retainer (4) has a movable bearing (56) for connection with the traction ring, the bearing (56) being movable in a first direction within the first elongated hole (52) of the fixed retainer. At least one elongated hole or aperture is arranged in the first leg section, the elongated hole or aperture guiding the movable bearing; The tensioning rod (8) is connected to the retaining member (4) fixed by the structure via the pivot bearing (28); The first leg section (14) is connected to the bearing (56) such that the bearing (56) moves within the structurally fixed retainer (4) by pivoting the tension rod (8); and The second leg section (16) has a tensioning device (10) designed to adjust the variable distance between the second leg section (16) and the tensioning surface (34) of the retainer fixed to the structure towards the second leg section (16) by moving the bearing (56) to tension the traction element (54).

2. The system (2, 70) according to claim 1, further comprising a spring elastic element (38) on the tensioning surface (34), the spring elastic element being designed to compress the second leg segment (16) in the direction of tensioning the traction element (54).

3. The system (2, 70) according to claim 2, wherein the spring elastic element (38) is implemented as a leaf spring (44) having a spring-like section facing away from the tensioning surface (34) that is capable of forming surface contact with the tensioning device (10).

4. The system (2, 70) according to claim 2 or 3, wherein the tensioning surface (34) is equipped with a visual marker that is covered when the spring elastic element (38) is pressed on the tensioning surface (34).

5. The system (2, 70) according to any one of claims 1 to 3, wherein the tensioning bar (8) is designed in a saddle shape and has two sides (20, 22) spaced apart from each other and connected to each other by a bridge-shaped section (24).

6. The system (2, 70) according to claim 5, wherein two second elongated holes (30) that are parallel to each other and opposite to each other are arranged in the side (20, 22) and guide the movable bearing (56).

7. The system (2, 70) according to claim 5, wherein two first holes (74) facing each other are arranged in the side (20, 22) and guide the movable bearing (56).

8. The system (2, 70) according to any one of claims 1 to 3, wherein the pivot bearing (28) extends through at least one pivot bearing hole (18) of the tensioning rod (8) and a second hole (26) of the structurally fixed retainer (4).

9. The system (2, 70) according to any one of claims 1 to 3, wherein the tensioning device (10) is implemented by a tensioning bolt, the tensioning bolt being screwed into the thread of the tensioning rod (8).

10. The system (2, 70) according to any one of claims 1 to 3, wherein the traction element (54) is equipped with reinforcing fibers forming collars at their ends, in which the traction ring is integrated.

11. A vehicle (64) having a compartment (62) and at least one mounting element arranged in the compartment, the mounting element being connected to a structure fixed to the vehicle by a system (2, 70) according to any one of claims 1 to 10.

12. The vehicle (64) according to claim 11, wherein the vehicle (64) is an aircraft.

13. The vehicle (64) according to claim 11 or 12, wherein the mounting element is a storage box.

14. The vehicle (64) according to claim 13, wherein the storage box is an overhead storage box (66).

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