Locking Panel Assembly

Abstract

To disclose a panel assembly for installation onto a track beam.SOLUTION: A panel assembly 200 for installation onto a track beam 202 includes a beam flange 206 having a non-linear edge 208. The panel assembly includes a panel 218 and a lockable catch 228 movably connected to the panel. The lockable catch includes a lockable mating edge 230 configured to selectively mate with the non-linear edge of the beam flange of the track beam. The lockable catch also includes a lockable catch edge 232 extending beyond the lockable mating edge. The lockable catch is moveable on a lower surface 222 of the panel between an unlocked position and a locked position. In the unlocked position the lockable catch edge is retracted. In the locked position, the lockable mating edge mates with the non-linear edge of the beam flange and the lockable catch edge retains the panel on the track beam.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present disclosure relates generally to a panel assembly, and more particularly to a panel assembly including a locking catch configured to retain a panel on a track girder. [Background technology]

[0002] In many applications, the panels are attached to the structural frame using many fasteners such as rivets, bolts, nails, screws, etc. Installation and removal of such panels can be a laborious and time consuming process due to the large number of fasteners. Summary of the Invention

[0003] A panel assembly is disclosed for installation on a track girder including a spar flange having a non-linear edge. The panel assembly includes a panel and a locking catch movably coupled to the panel. The locking catch includes a locking mating edge configured to selectively mate with the non-linear edge of the spar flange of the track girder. The locking catch also includes a locking catch edge that extends beyond the locking mating edge. The locking catch is movable between an unlocked position and a locked position on an underside of the panel. In the unlocked position, the locking catch edge is retracted. In the locked position, the locking mating edge mates with the non-linear edge of the spar flange and the locking catch edge retains the panel on the track girder.

[0004] The described features and functions can be achieved individually in various embodiments or may be combined in yet other embodiments, further details of which will become apparent by reference to the following description and drawings. [Brief description of the drawings]

[0005] [Figure 1] FIG. 1 illustrates an exemplary embodiment of an aircraft with aircraft floor panel assemblies installed on aircraft seat track girders. [Diagram 2] FIG. 1 illustrates an exemplary embodiment of an aircraft floor panel assembly installed on an aircraft seat track girder. [Diagram 3-4] FIG. 1 illustrates an exemplary embodiment of an aircraft floor panel assembly in an unlocked position. [Figure 5-6] FIG. 5 illustrates the aircraft floor panel assembly of FIGS. 3-4 being switched from an unlocked position to a locked position. [Figure 7-8] FIG. 5 shows the aircraft floor panel assembly of FIGS. 3-4 in a locked position. [Figure 9] FIG. 1 illustrates an exemplary embodiment of a locking catch for an aircraft floor panel assembly having a locking mating edge formed with a scalloped pattern. [Figure 10] FIG. 1 illustrates an exemplary embodiment of a locking catch for an aircraft floor panel assembly having locking mating edges and locking catch edges formed in a scalloped pattern. [Figure 11] FIG. 1 illustrates an exemplary embodiment of a locking catch for an aircraft floor panel assembly having a locking mating edge formed with a sawtooth pattern. [Figure 12] FIG. 1 illustrates an exemplary embodiment of a locking catch for an aircraft floor panel assembly having locking mating edges and locking catch edges formed with a sawtooth pattern. [Figure 13] 1 illustrates an exemplary embodiment of a key configured to switch an aircraft floor panel assembly between an unlocked position and a locked position. [Figure 14] FIG. 1 illustrates another exemplary embodiment of a key configured to switch an aircraft floor panel assembly between an unlocked position and a locked position. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0006] Conventional panels are mechanically attached to the structural frame using numerous fasteners (e.g., rivets, bolts, nails, screws) to adequately transfer shear and other loads from the panel to the corresponding structural frame. Installation and removal of such panels can be a laborious and time-consuming process due to the numerous fasteners used to hold the panel to the structural frame.

[0007] The present disclosure relates to a panel assembly that can be attached to a corresponding structural frame using fewer fasteners than conventional panels. The panel assembly is designed to selectively retain the panel on the structural frame using movable panel locks rather than relying on fasteners. As described below, such a panel assembly can significantly reduce, and in some cases completely eliminate, the number of fasteners used to attach the panel to the structural frame compared to conventional approaches. Thus, the time required to install and remove the panel can be significantly reduced. Furthermore, the reduction in the number of fasteners can reduce the overall weight of the assembly. Such a panel assembly can be particularly beneficial when used as an aircraft floor panel assembly. However, the panel assembly described herein is not limited to aircraft floor panel assemblies and can be used in any panel application.

[0008] FIG. 1 illustrates an exemplary aircraft 100 including a fuselage 102. The fuselage 102 includes an interior cabin section 104, which is shown in more detail in the callouts. The interior cabin section 104 includes a plurality of passenger seats 106 arranged in rows oriented perpendicular to a longitudinal axis 108 of the fuselage 102. Each row of passenger seats 106 is mechanically attached to two or more aircraft seat track girders 110, which are generally oriented along the longitudinal axis 108 of the fuselage 102. The aircraft seat track girders 110 form a structural frame that secures the passenger seats 106 to the fuselage 102. An aircraft floor panel assembly 112 is installed on a pair of aircraft seat track girders 110. The aircraft floor panel assembly 112 forms a structural floor for supporting passengers, luggage, and other equipment within the interior cabin section 104. The aircraft floor panel assembly 112 is configured to be quickly and easily installed onto the aircraft seat track beam 110 using a movable locking catch 228 (shown in FIG. 2 ) that allows the aircraft floor panel assembly 112 to be installed onto the aircraft seat track beam 110 using fewer fasteners than conventional floor panel assemblies.

[0009] 2-8 illustrate an exemplary aircraft floor panel assembly 200 for installation on spaced apart aircraft seat track spars, such as aircraft seat track spars 202 and aircraft seat track spars 204. Aircraft seat track spars 202 include spar flanges 206 having edges 208 that are non-linear (i.e., not straight in the longitudinal direction of the spars). An exemplary shape of non-linear edge 208 is illustrated in cutout 210. Aircraft seat track spars 204 include spar flanges 212 spaced apart from spar flanges 206. Spar flanges 212 have non-linear edges 214. An exemplary shape of non-linear edge 214 is illustrated in cutout 216. Aircraft seat track spars 202 and / or aircraft seat track spars 204 may be formed from any suitable material, examples of which include, but are not limited to, metals (e.g., aluminum, titanium, steel) and composite materials (e.g., carbon fiber).

[0010] For ease of explanation, in some examples, features associated with aircraft seat track spar 202 may be considered to be a "first" and features associated with aircraft seat track spar 204 may be considered to be a "second." For example, aircraft seat track spar 202 may be referred to as a first aircraft seat track spar and aircraft seat track spar 204 may be referred to as a second aircraft seat track spar. Further, spar flange 206 may be referred to as a first spar flange and spar flange 212 may be referred to as a second spar flange. Further, non-linear edge 208 may be referred to as a first non-linear edge and non-linear edge 214 may be referred to as a second non-linear edge.

[0011] The aircraft floor panel assembly 200 includes an aircraft floor panel 218 configured to be installed on the aircraft seat track girders 202, 204. The aircraft floor panel 218 may have any suitable dimensions to span any suitable distance between the aircraft seat track girders 202, 204. The aircraft floor panel 218 may include any suitable material, examples of which include, but are not limited to, metal, wood, carbon fiber, or other composite materials.

[0012] The aircraft floor panel assembly 200 includes a fixed catch 220 fixedly coupled to an underside 222 of an aircraft floor panel 218. The fixed catch 220 includes a fixed mating edge 224 and a fixed catch edge 226. The fixed mating edge 224 is configured to selectively mate with a non-linear edge 214 of a spar flange 212 of the aircraft seat track spar 204. Specifically, the fixed mating edge 224 has a non-linear shape that matches with the non-linear edge 214 of the spar flange 212. An example shape of the fixed mating edge 224 is shown in the cutout 217. Note that the non-linear edge of the spar flange 212 is not shown in the cutout 217 to illustrate the non-linear shape of the fixed mating edge 224. In some embodiments, the fixed catch edge 226 can have a non-linear shape. For example, the fixed catch edge 226 can have a shape similar to the fixed mating edge 224. In other embodiments, the securement catch edge 226 may have a linear shape (e.g., a straight edge) unlike the securement mating edge 224. The securement catch edge 226 extends beyond the securement mating edge 224. Thus, when the aircraft floor panel assembly 200 is installed on the aircraft seat track spar 202, 204, the securement mating edge 224 mates with the non-linear edge 214 of the spar flange 212 and the securement catch edge 226 extends below the spar flange 212 to retain the aircraft floor panel 218 on the aircraft seat track spar 204.

[0013] The aircraft floor panel assembly 200 includes a locking catch 228 movably coupled to the underside 222 of the aircraft floor panel 218. The locking catch 228 is movable between an unlocked position and a locked position on the underside 222 of the aircraft floor panel 218. The locking catch 228 may be movably coupled to the underside 222 of the aircraft floor panel 218 in any suitable manner. In one example, the locking catch 228 includes a frame portion and a movable portion coupled to the frame portion. For example, the frame portion is attached (e.g., by screws, adhesive) to a fixed position on the underside 222 of the aircraft floor panel 218, and the movable portion is movably coupled to the frame portion such that the movable portion can translate laterally relative to the spar flange 206 of the aircraft seat track spar 202. In another example, the locking catch 228 may be movably coupled to the underside 222 of the aircraft floor panel via one or more floating inserts installed in the aircraft floor panel 218. The floating insert allows the locking catch 228 to translate laterally relative to the spar flange 206 of the aircraft seat track spar 202 while being retained by the floating insert.

[0014] The locking catch 228 includes a locking mating edge 230 and a locking catch edge 232. The locking mating edge 230 is configured to selectively mate with a non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202. Specifically, the locking mating edge 230 has a non-linear shape that mates with the non-linear edge 208. An exemplary shape of the locking mating edge 230 is shown in the notch 219. Note that the non-linear edge of the spar flange 206 is not shown in the notch 219 to illustrate the non-linear shape of the locking mating edge 230. In some embodiments, the locking catch edge 232 can have a non-linear shape. For example, the locking catch edge 232 can have a shape similar to the locking mating edge 230. In other embodiments, the locking catch edge 232 can have a linear shape (e.g., a straight edge) different from the locking mating edge 230. The locking catch edge 232 extends beyond the locking mating edge 230 .

[0015] In the unlocked position, the locking catch edge 232 is sufficiently retracted away from the spar flange 206 toward the fixed catch edge 226 to allow the aircraft floor panel 218 to rest on the aircraft seat track spar 202, 204. Specifically, in the unlocked position, the locking catch edge 232 is sufficiently retracted over the non-linear edge 208 to allow the locking catch edge 232 to be lowered past the spar flange 206 of the aircraft seat track spar 202. Additionally, the locking catch edge 232 is sufficiently spaced from the spar flange 206 of the aircraft seat track spar 202 to allow the locking catch edge 226 to be lowered past the spar flange 212 of the aircraft seat track spar 204 to allow the locking catch edge 226 to be lowered over the non-linear edge 214.

[0016] With the fixed catch edge 226 lowered below the spar flange 212 of the aircraft seat track spar 204, the aircraft floor panel 218 can be translated laterally towards the aircraft seat track spar 204. After this translation, the fixed mating edge 224 mates with the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204 and the fixed catch edge 226 extends below the spar flange 212. In this way, the aircraft floor panel 218 is placed on the aircraft seat track spar 202, 204 and the locking catch 228 is ready to move to the locked position.

[0017] During the locking operation, the locking mating edge 230 translates laterally towards the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202. In the locked position, the locking mating edge 230 engages with the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202 and the locking catch edge 232 extends below the spar flange 206 of the aircraft seat track spar 202. Additionally, when the locking catch 228 is in the locked position, the fixed mating edge 224 remains engaged with the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204 and the fixed catch edge 226 extends below the spar flange 212 of the aircraft seat track spar 204. In this manner, the locking catch edge 232 and the fixed catch edge 226 cooperate to retain the aircraft floor panel 218 on the aircraft seat track girders 202, 204, for example, preventing the aircraft floor panel 218 from separating from the aircraft seat track girders 202, 204.

[0018] The locking mating edge 230 mates with the matching non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202, thereby allowing shear and other loads to be transferred from the aircraft floor panel 218 to the aircraft seat track spar 202 with fewer fasteners than conventional floor panel assemblies. Additionally, the fixed mating edge 224 mates with the matching non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204, thereby allowing shear and other loads to be transferred from the aircraft floor panel 218 to the aircraft seat track spar 204 with fewer fasteners than conventional floor panel assemblies.

[0019] The aircraft floor panel assembly 200 includes a key 234 configured to switch the locking catch 228 between the unlocked and locked positions. The key 234 is accessible from above an upper surface 236 of the aircraft floor panel 218 such that an operator can manipulate the key 234 to switch the locking catch 228 between the unlocked and locked positions, for example, during installation or removal of the aircraft floor panel 218. Additionally or alternatively, the key 234 may be accessible from the lower surface 222 of the aircraft floor panel 218.

[0020] The key 234 is configured to hold the locking catch 228 in the locked position until the key 234 is operated to switch the locking catch 228 from the locked position to the unlocked position, and vice versa. Specifically, the key 234 extends through the aircraft floor panel 218 and is mechanically coupled to the locking catch 228. The key 234 includes a conversion mechanism 238 that is mechanically coupled to the locking catch 228. The conversion mechanism 238 is configured to convert movement of the key 234 into movement of the locking catch 228 between the unlocked and locked positions. The conversion mechanism 238 of the key 234 may take any suitable form. One non-limiting example of a conversion mechanism is described with reference to FIGS. 3-8.

[0021] 3-8 show an exemplary aircraft floor panel assembly 200 switching from an unlocked position to a locked position. The aircraft floor panel assembly 200 includes a conversion mechanism 238 in the form of a wedge configured to switch the locking catch 228 between the locked and unlocked positions. FIG. 3 shows an overhead view of the exemplary aircraft floor panel assembly 200 without illustrating the aircraft floor panel 218 to expose the locking catch 228 in the unlocked position. FIG. 4 is a cross-sectional view of the aircraft floor panel assembly 200 showing the aircraft floor panel 218 and the locking catch 228 in the unlocked position.

[0022] As discussed above with reference to FIG. 2, and further shown in FIG. 3, the non-linear edges 208, 214 of the spar flanges 206, 212 are formed with a non-linear scalloped or sinusoidal pattern that matches the fixed and locking mating edges 224, 230. This interlocking of the matching non-linear edges of the spar flanges and catches allows for the transfer of shear and other loads from the aircraft floor panel 218 to the aircraft seat track spar 202, 204 with fewer fasteners than conventional floor panel assemblies. In other embodiments, the non-linear edges of the spar flanges of the aircraft seat track spar may be formed with other non-linear patterns. In still other embodiments, the non-linear edges of the spar flanges of the aircraft seat track spar may be formed with any non-repeating non-linear edge that allows for the transfer of shear and other loads from the aircraft floor panel to the aircraft seat track spar with fewer fasteners than conventional floor panel assemblies. In the illustrated embodiment, the opposing spar flange edge of the spar flange 206 has a linear shape (e.g., a straight edge) unlike the non-linear edge 208 of the spar flange 206. Similarly, the opposing spar flange edge of the spar flange 212 has a linear shape (e.g., a straight edge) unlike the non-linear edge 214 of the spar flange 212. These opposing spar flange edges are shown as linear for ease of illustration. In other embodiments, these opposing spar flange edges may be non-linear edges of the same shape as the non-linear edges 208, 214, which allows additional aircraft floor panels to be attached to the seat track spars 202, 204 on either side of the aircraft floor panel 218 in the same manner that the aircraft floor panel assembly 200 is attached to the seat track spars 202, 204. In yet other embodiments, these spar flanges may have edges of different shapes than the non-linear edges 208, 214.

[0023] As shown in Figure 3, the fixed catch 220 mates with the aircraft seat track spar 204. When the aircraft floor panel 218 is initially placed on the aircraft seat track spar 202, 204 with the locking catch 228 in the unlocked position (indicated by the downward dashed arrow in Figure 4), the unlocked distance (D) between the locking catch edge 232 and the fixed catch edge 226 is 0.01 mm. U ) is the separation distance (D) between the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202 and the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204 C ) In the unlocked position, the locking catch edge 232 and the fixed catch edge 226 are spaced apart to allow the aircraft floor panel 218 to rest on the aircraft seat track spar 202, 204. Specifically, as shown in FIG. 4, in the unlocked position, the locking catch edge 232 is sufficiently retracted so as not to interfere with the spar flange 206 of the aircraft seat track spar 202, thereby allowing the aircraft floor panel 218 to rest on the aircraft seat track spar 202, 204. After the aircraft floor panel 218 is placed on the aircraft seat track spars 202, 204, the aircraft floor panel assembly 200 is translated laterally (indicated by the left-pointing dashed arrow in Figures 3 and 4) toward the second aircraft seat track spar 204 until the fixed mating edge 224 mates with the non-straight edge 214 of the spar flange 212 and the fixed catch edge 226 extends below the non-straight edge 214 of the spar flange 212 of the aircraft seat track spar 204, as shown in Figure 3.

[0024] The aircraft floor panel assembly 200 includes a key 234 mechanically coupled to the locking catch 228. The key 234 includes a wedge 238 having an inclined surface 300 that engages an opposing inclined surface 302 of the locking catch 228. Manipulation of the key 234, such as by sliding the key 234 in a first direction 304 (e.g., along the longitudinal axis 108 of the fuselage 102 of the aircraft 100 shown in FIG. 1 ), also moves the wedge 238 in the first direction 304. The wedge 238 is configured to move in the first direction 304 to move the locking catch 228 in a second direction 306 perpendicular to the first direction 304 to switch the locking catch 228 from an unlocked position to a locked position. Specifically, as the wedge 238 moves in the first direction 304, the wider portion of the wedge 238 interacts with the wider portion of the locking catch 228, causing the locking catch 228 to move in the second direction 306 toward the aircraft seat track spar 202. The angled surface 300 of the wedge 238 exerts uniform pressure on a majority of the corresponding angled surface 302 of the locking catch 228, causing the locking catch to move toward the aircraft seat track spar 202. In the illustrated embodiment, the surface 308 of the locking catch 228 is substantially aligned with the surface 310 of the wedge 238 when the locking catch 228 is in the unlocked position.

[0025] 5-6 show the aircraft floor panel assembly 200 with the locking catch 228 transitioning from the unlocked position to the locked position. As shown in FIG. 5, the locking catch 220 engages with the aircraft seat track spar 204 such that the locking mating edge 224 interlocks with the non-linear edge 214, and the locking catch edge 226 extends below the spar flange 212 of the aircraft seat track spar 204. The key 234, and therefore the wedge 238, have also moved in the first direction 304, causing the locking catch 228 to move in the second direction 306 toward the aircraft seat track spar 202. When the locking catch 228 is in this position, the mid-distance (D) between the locking catch edge 232 and the locking catch edge 226 is 0.02 mm. I) is the separation distance (D) between the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202 and the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204 C 4, in this position, the locking catch edge 232 is vertically aligned with the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202. Also, the wedge 238 has moved in the first direction 304 such that the face 308 of the locking catch 228 is no longer aligned with the face 310 of the wedge 238.

[0026] 7-8 show the aircraft floor panel assembly 200 with the locking catch 228 in the locked position. As shown in FIG. 7, the key 234 is further manipulated in the first direction 304. Accordingly, the wedge 238 moves in the first direction 304, thereby moving the locking catch 228 in the second direction 306 toward the aircraft seat track girder 202 and switching the locking catch 228 to the locked position. When the locking catch 228 is in the locked position, the locking distance (D) between the locking catch edge 232 and the fixed catch edge 226 is 1 / 2. L ) is the separation distance (D) between the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202 and the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204 C8 , in the locked position, the locking mating edge 230 engages with the non-linear edge 208 of the spar flange 206 of the aircraft seat track spar 202, and the locking catch edge 232 extends below the non-linear edge 208 of the spar flange 206. Also, the fixed catch edge 226 is maintained below the non-linear edge 214 of the spar flange 212 of the aircraft seat track spar 204. In this way, the locking catch edge 232 and the fixed catch edge 226 cooperate to retain the aircraft floor panel 218 on the aircraft seat track spar 202, 204 and prevent the aircraft floor panel 218 from moving away from the aircraft seat track spar 202, 204 in the third direction 312. Additionally, the mating / interlocking between the locking mating edge 230 and the non-straight edge 208, as well as the fixed mating edge 224 and the non-straight edge 214, cooperate to retain the aircraft floor panel 218 against movement of the aircraft floor panel 218 in the first direction 304. In either case, such retention is achieved with fewer fasteners than conventional floor panel assemblies.

[0027] In the illustrated embodiment, a wedge is presented as a non-limiting example of a translation mechanism configured to translate key manipulation into movement of the locking catch between the unlocked and locked positions. In other embodiments, other types of translation mechanisms can be employed. As one alternative, the translation mechanism may include a scissor-type translation mechanism configured to expand and contract based on key manipulation. In this case, the key may include a rotating knob that rotates clockwise / counterclockwise to expand and contract the locking catch. In keyless embodiments, the locking catch may be moved by, for example, an electronically controlled motor.

[0028] In some embodiments, the aircraft floor panel may include a locking catch on each side of the panel, instead of including one locking catch and one securing catch.

[0029] In various embodiments, the aircraft seat track spar may include spar flanges having non-linear edges of various shapes. Correspondingly, the locking and securing catches of the aircraft floor panel assembly may include mating edges that complement the shape of the non-linear edges of the spar flanges such that the locking and securing catches are configured to mate with the spar flanges. Figures 9-12 show various examples of locking catches having edges of various shapes. Figure 9 shows a locking catch 900 including a locking mating edge 902 formed with a scalloped pattern that complements the scalloped pattern of a corresponding edge of a spar flange (not shown) with which the locking catch is configured to selectively mate. The locking catch 900 further includes a locking catch edge 904 having a linear or straight shape that extends beyond the locking mating edge 902 and is configured to extend below the spar flange when the locking mating edge 1102 mates with the non-linear edge of the spar flange. It should be noted that in such an embodiment, the locking catch may, for example, be capable of sufficient lateral translational movement (i.e., towards the fixed catch) to enable the locking catch and the fixed catch to clear a non-linear edge of the spar flange of the aircraft seat track spar, thereby enabling the aircraft floor panel to rest on the aircraft seat track spar.

[0030] 10 illustrates a locking catch 1000 that includes a locking mating edge 1002 formed with a scalloped pattern that complements the scalloped pattern of a corresponding edge of a spar flange (not shown) with which the locking catch is configured to selectively mate. The locking catch 1000 further includes a locking catch edge 1004 that extends beyond the locking mating edge 1002 and is formed with a scalloped pattern similar to the scalloped pattern of the locking mating edge 1002. The locking catch edge 1004 is configured to extend below the spar flange when the locking mating edge 1102 mates with the non-linear edge of the spar flange.

[0031] 11 illustrates a locking catch 1100 including a locking mating edge 1102 formed with a sawtooth pattern that complements the sawtooth pattern of a corresponding edge of a spar flange (not shown) with which the locking catch is configured to selectively mate. The locking catch 1100 further includes a locking catch edge 1104 having a linear or straight shape that extends beyond the locking mating edge 1102 and is configured to extend below the spar flange when the locking mating edge 1102 mates with the non-linear edge of the spar flange. It is noted that in such an embodiment, the locking catch may, for example, be capable of sufficient lateral (i.e., toward the fixed catch) translational movement to allow the locking catch and the fixed catch to clear the non-linear edge of the spar flange of the aircraft seat track spar, thereby allowing the aircraft floor panel to rest on the aircraft seat track spar.

[0032] 12 illustrates a locking catch 1200 that includes a locking mating edge 1202 formed with a sawtooth pattern that complements the sawtooth pattern of a corresponding edge of a spar flange (not shown) with which the locking catch is configured to selectively mate. The locking catch 1200 further includes a locking catch edge 1204 that extends beyond the locking mating edge 1002 and is formed with a similar sawtooth pattern as the locking mating edge 1002. The locking catch edge 1204 is configured to extend below the spar flange when the locking mating edge 1202 mates with the non-linear edge of the spar flange.

[0033] It should be noted that the non-linear edges of the spar flanges may have any suitable non-linear shape that provides for an interlocking fit with corresponding non-linear edges of the locking and securing catches to transfer shear and other loads from the aircraft floor panel to the aircraft seat track spar. In some but not all embodiments, the non-linear shaped edges may be patterned or periodic, for example.

[0034] In various embodiments, the aircraft floor panel assembly may include keys of various configurations that are operated in various ways to move the locking catch between the unlocked and locked positions. Figures 13-14 show various examples of keys configured to switch the locking catch from the unlocked position to the locked position.

[0035] 13 illustrates an example key 1300 that includes a sliding handle 1302. The sliding handle 1302 fits into a pocket 1304 formed in an upper surface 1306 of an aircraft floor panel 1308. The sliding handle 1302 extends through the aircraft floor panel 1308 and is coupled to a wedge 1310 that is positioned below a lower surface 1312 of the aircraft floor panel 1308. At time T 0 At time T, the sliding handle 1302 is disposed in a first orientation within the pocket 1304 with a locking catch (not shown) engaging with the wedge 1310 in an unlocked position. The sliding handle 1302 is maintained in the first orientation within the pocket 1304 by a removable retainer 1314. The removable retainer 1314 is configured to occupy vacant space within the pocket 1304 to prevent the sliding handle 1302 from unintentionally sliding within the pocket 1304 and to hold the locking catch in the unlocked position until the key 1300 is operated to switch the locking catch from the unlocked position to the locked position. 1 At time T 2 At time T, the sliding handle 1302 is slid within the pocket 1304 from a first orientation to a second orientation opposite the pocket 1304, thereby moving the wedge 1310 to engage the locking catch with the aircraft seat track spar (not shown) in a locked position. Additionally, the removable retainer 1314 is rotated to align with the sliding handle 1302 in the second orientation within the pocket 1304.3 13, the removable retainer 1314 is returned into the pocket 1304 to maintain the sliding handle 1302 in the second orientation, thereby maintaining the locking catch in the locked position. The removable retainer may be retained in the pocket in any suitable manner. In some embodiments, the removable retainer may include a fastener or lock configured to retain the removable retainer in the pocket. In other embodiments, the removable retainer may be retained in the pocket by a tension fit. Note that the locking catch can be switched from the locked position to the unlocked position by reversing the sequence of key operations shown in FIG. 13.

[0036] 14 illustrates an example key 1400 that includes a lever 1402. The lever 1402 is pivotally coupled to a wedge 1404 via a hinge 1406. The lever 1402 is configured to pivot 180 degrees about the hinge 1406. At time T 0 At time T, the lever 1402 is pivoted to fit into a pocket 1408 formed in an upper surface 1410 of the aircraft floor panel 1412. The lever 1402 and the hinge 1406 both extend through the aircraft floor panel 1308 and are connected to a wedge 1404 located below a lower surface 1414 of the aircraft floor panel 1412. 0 At time T, the lever 1402 is pivoted about the hinge 1416 to place the lever 1402 in a first orientation within the pocket 1408 with the locking catch (not shown) engaging the wedge 1404 in an unlocked position. The lever 1402 is oriented in the first orientation to occupy the vacant space within the pocket 1408, thereby holding the locking catch in the unlocked position until the key 1400 is operated to switch the locking catch from the unlocked position to the locked position. 1At time T, the lever 1402 is pivoted clockwise about the hinge 1406 such that the lever 1402 extends out of the pocket 1408 perpendicular to the aircraft floor panel 1412. With the lever 1402 oriented in this manner, the lever 1402 is ready to be operated to switch the locking catch from the unlocked position to the locked position. 2 At time T, lever 1402 is slid away from pocket 1408, thereby moving wedge 1404 to engage the locking catch with the aircraft seat track spar (not shown) in a locked position. 3 14, by pivoting the lever 1402 clockwise about the hinge 1406, the lever 1402 fits into the pocket 1408 to occupy an empty space therein in a second orientation opposite the first orientation. In this manner, the lever 1402 holds the wedge 1404 and the locking catch in a locked position until the key 1400 is operated to switch the locking catch from the locked position to the unlocked position. The lever may be configured to remain in this orientation within the pocket until further operation. For example, the lever may be held in place by a fastener, cam, tension, or retention device. It is noted that the locking catch can be switched from the locked position to the unlocked position by operating the lever in the reverse order shown in FIG. 14.

[0037] The illustrated embodiment is presented as a non-limiting example of a key. In other embodiments, other types of keys may be employed. As one alternative example, the key may include a rotating knob that rotates clockwise / counterclockwise to extend or retract the locking catch. The key may also be retained in the aircraft floor panel in any suitable manner. In some embodiments, the key may be coupled to the aircraft floor panel via a floating insert. In other embodiments, the key may be coupled to the aircraft floor panel by mechanical fasteners and / or adhesives. In keyless embodiments, the locking catch may be moved by, for example, an electronically controlled motor.

[0038] Although the panel assembly is shown to function without fasteners, in some embodiments the panel assembly may be combined with some fasteners, for example in some embodiments fasteners may be used to hold the locking catch in place when locked.

[0039] It should be noted that although the panel assemblies are described in the context of aircraft floor panels, the various features and techniques described herein are generally applicable to the installation of panels to a structural frame in any suitable orientation (e.g., a floor, wall, or ceiling) and the various features and techniques described herein are generally applicable to the installation of panels to a structural frame in any suitable vehicle (e.g., an aircraft, a watercraft, an automobile), building (e.g., a residential, commercial, industrial building), or other structure (e.g., a shipping container, a box, etc.).

[0040] The present disclosure includes exemplary embodiments according to the following notes.

[0041] Supplementary Note 1. An aircraft floor panel assembly (200) for installation on an aircraft seat track girder (202) including a girder flange (206) having a non-linear edge (208), comprising: an aircraft floor panel (218); a locking catch (228) movably coupled to the aircraft floor panel (218) and including a locking mating edge (230) configured to selectively mate with the non-linear edge (208) of the spar flange (206) and a locking catch edge (232) extending beyond the locking mating edge (230); the locking catch (228) is movable between an unlocked position and a locked position on the underside (222) of the aircraft floor panel (218); In the unlocked position, the locking catch edge (232) is sufficiently retracted to allow the aircraft floor panel (218) to rest on the aircraft seat track spar (202); In the locked position, the locking mating edge (230) mates with the non-straight edge (208) of the spar flange (206) and the locking catch edge (232) retains the aircraft floor panel (218) on the aircraft seat track spar (202), the aircraft floor panel assembly (200).

[0042] Appendix 2. A panel assembly (200) for installation on a first track girder (202) including a first girder flange (206) having a first non-linear edge (208), comprising: Panel (218) and a locking catch (228) movably coupled to the panel (218) and including a locking mating edge (230) configured to selectively mate with the first non-linear edge (208) of the first spar flange (206) and a locking catch edge (232) extending beyond the locking mating edge (230); The locking catch (228) is movable between an unlocked position and a locked position on the underside (222) of the panel (218); In the unlocked position, the locking catch edge (232) is retracted, in the locked position, the locking mating edge (230) engages with the first non-linear edge (208) of the first spar flange (206) and the locking catch edge (232) retains the panel (218) on the first track spar (202); The panel assembly (200) further includes a key (234) configured to switch the locking catch (228) from the unlocked position to the locked position.

[0043] Appendix 3. The panel assembly (200) of Appendix 2, wherein the key (234) is accessible from above a top surface (236) of the panel (218).

[0044] Appendix 4. The panel assembly (200) of Appendix 2 or 3, wherein the key (234) is configured to hold the locking catch (228) in the locked position until the key (234) is operated to switch the locking catch (228) from the locked position to the unlocked position.

[0045] Appendix 5. The panel assembly (200) of any one of Appendixes 2 to 4, further comprising a fixed catch (220) including a fixed mating edge (224) configured to selectively mate with a second non-linear edge (214) of a second spar flange (212) of a second track spar (204) spaced from the first track spar (202), and a fixed catch edge (226) extending beyond the fixed mating edge (224).

[0046] CLAIM 6. When the locking catch (228) is in the unlocked position, an unlocked distance between the locking catch edge (232) and the fixed catch edge (226) is less than a separation distance between the first non-linear edge (208) of the first girder flange (206) of the first track girder (202) and the second non-linear edge (214) of the second girder flange (212) of the second track girder (204); 6. The panel assembly (200) of claim 5, wherein when the locking catch (228) is in the locked position, a locking distance between the locking catch edge (232) and the fixed catch edge (226) is greater than the separation distance between the first non-linear edge (208) of the first girder flange (206) of the first track girder (202) and the second non-linear edge (214) of the second girder flange (212) of the second track girder (204).

[0047] Appendix 7. The panel assembly (200) of any one of Appendixes 2 to 6, wherein the first non-linear edge (208) of the first girder flange (206) is formed with a scalloped pattern and the locking mating edge (230) is formed with a complementary scalloped pattern.

[0048] Appendix 8. The panel assembly (200) of any one of Appendixes 2 to 6, wherein the first non-linear edge (208) of the first girder flange (206) is formed with a sawtooth pattern and the locking mating edge (230) is formed with a complementary sawtooth pattern.

[0049] Appendix 9. The panel assembly (200) of any one of appendices 2 to 8, wherein the key (234) includes a wedge (238).

[0050] Appendix 10. The panel assembly (200) of Appendix 9, wherein the wedge (238) is configured to move in a first direction (304) to move the locking catch (228) in a second direction (306) perpendicular to the first direction (304) to switch the locking catch (228) from the unlocked position to the locked position.

[0051] Appendix 11. The panel assembly (200) of Appendix 10, wherein the key (234) includes a handle (1302) attached to the wedge (1310), the handle configured to slide in the first direction (304) to move the wedge (1310) in the first direction (304) and move the locking catch (228) in the second direction (306), thereby switching the locking catch (228) from the unlocked position to the locked position.

[0052] Appendix 12. The panel assembly (200) of Appendix 11, wherein the panel (218) includes a pocket (1408), the handle (1402) includes a lever (1402) pivotally connected to the wedge (1404), and when the locking catch (228) is in the locked position, the handle (1402) fits into the pocket (1408) in a first orientation, and when the locking catch (228) is in the unlocked position, the handle (1402) fits into the pocket (1408) in a second orientation opposite to the first orientation.

[0053] CLAIM 13. An aircraft floor panel assembly (200) for installation on first and second spaced apart aircraft seat track girders (202, 204), the first and second aircraft seat track girders including first and second spaced apart spar flanges (206, 212), respectively, the first and second spar flanges having first and second spaced apart non-linear edges (208, 214), respectively, the aircraft floor panel assembly (200) comprising: an aircraft floor panel (218); a locking catch (228) movably coupled to the aircraft floor panel (218) and including a locking mating edge (230) configured to selectively mate with the first non-linear edge (208) of the first spar flange (206) of the first aircraft seat track spar (202) and a locking catch edge (232) extending beyond the locking mating edge (230); a fixed catch (220) fixedly coupled to the aircraft floor panel (218) and including a fixed mating edge (224) configured to selectively mate with the second non-linear edge (214) of the second spar flange (212) of the second track aircraft seat track spar (204) and a fixed catch edge (226) extending beyond the fixed mating edge (224); the locking catch (228) is movable between an unlocked position and a locked position on the underside (222) of the aircraft floor panel (218); in the unlocked position, the locking catch edge (232) is sufficiently retracted toward the fixed catch edge (226) to allow the aircraft floor panel (218) to rest on the first and second aircraft seat track girders (202, 204); an aircraft floor panel assembly, wherein in the locked position, the locking mating edge (230) mates with the first non-linear edge (208) of the first spar flange (206) and the fixed mating edge (224) mates with the second non-linear edge (214) of the second spar flange (212), and the locking catch edge (232) and the fixed catch edge (226) cooperate to retain the aircraft floor panel (218) on the first aircraft seat track spar (202).

[0054] Clause 14. The aircraft floor panel assembly (200) of clause 13, further comprising a key (234) configured to switch the locking catch (228) from the unlocked position to the locked position.

[0055] Clause 15. The aircraft floor panel assembly (200) of clause 14, wherein the key (234) is accessible from above an upper surface (236) of the panel (218).

[0056] Addendum 16. The aircraft floor panel assembly (200) of Addendum 14 or 15, wherein the key (234) is configured to hold the locking catch (228) in the locked position until the key (234) is operated to switch the locking catch (228) from the locked position to the unlocked position.

[0057] Appendix 17. The aircraft floor panel assembly (200) of any one of Appendixes 14 to 16, wherein the key (234) includes a wedge (238).

[0058] CLAIM 18. When the locking catch (228) is in the unlocked position, an unlocked distance between the locking catch edge (232) and the fixed catch edge (226) is less than a separation distance between the first non-linear edge (208) of the first spar flange (206) of the first aircraft seat track spar (202) and the second non-linear edge (214) of the second spar flange (212) of the second aircraft seat track spar (204); 18. The aircraft floor panel assembly (200) of any one of claims 13 to 17, wherein when the locking catch (228) is in the locked position, a locking distance between the locking catch edge (232) and the fixed catch edge (226) is greater than the separation distance between the first non-linear edge (208) of the first spar flange (206) of the first aircraft seat track girder (202) and the second non-linear edge (214) of the second spar flange (212) of the second aircraft seat track girder (204).

[0059] Appendix 19. The aircraft floor panel assembly (200) of any of Appendixes 13 to 18, wherein the first and second non-linear edges (208, 214) of the spaced apart first and second spar flanges (206, 212) are formed in a scalloped pattern, and the locking mating edge (230) and the fixed mating edge (224) are formed in a complementary scalloped pattern.

[0060] Appendix 20. The aircraft floor panel assembly (200) of any of Appendixes 13 to 18, wherein the first and second non-linear edges (208, 214) of the spaced apart first and second spar flanges (206, 212) are formed with a sawtooth pattern, and the locking mating edge (230) and the fixed mating edge (224) are formed with a complementary sawtooth pattern.

[0061] The present disclosure includes all novel and nonobvious combinations and subcombinations of the various features and techniques disclosed herein. The various features and techniques disclosed herein are not necessary for all embodiments of the present disclosure. Moreover, the various features and techniques disclosed herein may constitute patentable subject matter apart from the disclosed embodiments or may find utility in other embodiments not expressly disclosed herein.

Claims

1. 1. An aircraft floor panel assembly for installation on an aircraft seat track girder including a girder flange having a non-linear edge, the assembly comprising: an aircraft floor panel having a lower surface; a locking catch movably coupled to the aircraft floor panel in contact with the underside of the aircraft floor panel, the locking catch including a locking mating edge configured to selectively mate with the non-linear edge of the spar flange and a locking catch edge extending beyond the locking mating edge; the locking catch is movable between an unlocked position and a locked position on the underside of the aircraft floor panel; the locking catch edge translates downwardly toward the non-linear edge of the spar flange in response to the locking catch moving from the unlocked position to the locked position; in the unlocked position, the locking catch edge is sufficiently spaced from the non-linear edge of the spar flange to allow the aircraft floor panel to rest on the aircraft seat track spar; In the locked position, the locking mating edge mates with the non-linear edge of the spar flange and the locking catch edge retains the aircraft floor panel on the aircraft seat track spar.

2. 1. A panel assembly for installation on a first track girder including a first girder flange having a first non-linear edge, a panel having a lower surface; a locking catch movably coupled to the panel in contact with the underside of the panel, the locking catch including a locking mating edge configured to selectively mate with the first non-linear edge of the first spar flange and a locking catch edge extending beyond the locking mating edge; the locking catch is movable on the underside of the panel between an unlocked position and a locked position; the locking catch edge translates downwardly toward the non-linear edge of the spar flange in response to the locking catch moving from the unlocked position to the locked position; In the unlocked position, the locking catch edge is substantially spaced from the non-linear edge of the spar flange; in the locked position, the locking mating edge mates with the first non-linear edge of the first spar flange and the locking catch edge retains the panel on the first track spar; The panel assembly further including a key configured to switch the locking catch from the unlocked position to the locked position.

3. The panel assembly of claim 2 , wherein the keys are accessible from above a top surface of the panel.

4. 4. The panel assembly of claim 2 or 3, wherein the key is configured to hold the locking catch in the locked position until the key is operated to switch the locking catch from the locked position to the unlocked position.

5. 5. The panel assembly of claim 2, further comprising a locking catch including a locking mating edge configured to selectively mate with a second non-linear edge of a second spar flange of a second track spar spaced from the first track spar and a locking catch edge extending beyond the locking mating edge.

6. when the locking catch is in the unlocked position, an unlocked distance between the locking catch edge and the fixed catch edge is less than a separation distance between the first non-linear edge of the first spar flange of the first track girder and the second non-linear edge of the second spar flange of the second track girder; When the locking catch is in the locked position, the locking distance between the locking catch edge and the fixed catch edge is equal to the distance between the first non-linear edge of the first spar flange of the first track girder and the second non-linear edge of the second spar flange of the second track girder. The panel assembly of claim 5 , wherein the distance is greater than the separation distance.

7. 7. The panel assembly of claim 2, wherein the first non-linear edge of the first spar flange is formed with a scalloped pattern and the locking mating edge is formed with a complementary scalloped pattern.

8. 7. The panel assembly of claim 2, wherein the first non-linear edge of the first spar flange is formed with a sawtooth pattern and the locking mating edge is formed with a complementary sawtooth pattern.

9. The panel assembly of any of claims 2 to 6, wherein the key comprises a wedge.

10. 10. The panel assembly of claim 9, wherein the wedge is configured to move in a first direction to move the locking catch in a second direction perpendicular to the first direction to switch the locking catch from the unlocked position to the locked position.

11. 11. The panel assembly of claim 10, wherein the key includes a handle attached to the wedge, the handle configured to slide in the first direction to move the wedge in the first direction and move the locking catch in the second direction, thereby switching the locking catch from the unlocked position to the locked position.

12. 12. The panel assembly of claim 11, wherein the panel includes a pocket, the handle includes a lever pivotally connected to the wedge, and wherein when the locking catch is in the locked position, the handle fits into the pocket in a first orientation, and when the locking catch is in the unlocked position, the handle fits into the pocket in a second orientation opposite the first orientation.

13. 1. An aircraft floor panel assembly for installation on first and second spaced apart aircraft seat track girders, the first and second aircraft seat track girders including first and second spaced apart spar flanges, respectively, the first and second spar flanges having first and second spaced apart non-linear edges, respectively, the aircraft floor panel assembly comprising: an aircraft floor panel having a lower surface; a locking catch movably coupled to the aircraft floor panel in contact with the underside of the aircraft floor panel, the locking catch including a locking mating edge configured to selectively mate with the first non-linear edge of the first spar flange of the first aircraft seat track spar and a locking catch edge extending beyond the locking mating edge; a locking catch including a locking mating edge fixedly connected to the aircraft floor panel and configured to selectively mate with the second non-linear edge of the second spar flange of the second track aircraft seat track spar, and a locking catch edge extending beyond the locking mating edge; the locking catch is movable between an unlocked position and a locked position on the underside of the aircraft floor panel; the locking catch edge translates downwardly toward the non-linear edge of the spar flange in response to the locking catch moving from the unlocked position to the locked position; in the unlocked position, the locking catch edge is sufficiently retracted from the non-linear edge of the spar flange toward the fixed catch edge to allow the aircraft floor panel to rest on the first and second aircraft seat track spar; In the locked position, the locking mating edge mates with the first non-linear edge of the first spar flange and the fixed mating edge mates with the second non-linear edge of the second spar flange, and the locking catch edge and the fixed catch edge cooperate to secure the aircraft floor panel to the aircraft floor panel. on the first aircraft seat track girder.

14. The aircraft floor panel assembly of claim 13 , further comprising a key configured to switch the locking catch from the unlocked position to the locked position.

15. 15. The aircraft floor panel assembly of claim 14, wherein the key is accessible from above a top surface of the panel.

16. 16. An aircraft floor panel assembly as claimed in claim 14 or 15, wherein the key is configured to hold the locking catch in the locked position until the key is operated to switch the locking catch from the locked position to the unlocked position.

17. The aircraft floor panel assembly of any of claims 14 to 16, wherein the key comprises a wedge.

18. when the locking catch is in the unlocked position, an unlocked distance between the locking catch edge and the fixed catch edge is less than a separation distance between the first non-linear edge of the first spar flange of the first aircraft seat track spar and the second non-linear edge of the second spar flange of the second aircraft seat track spar; 18. The aircraft floor panel assembly of claim 13, wherein when the locking catch is in the locked position, a locking distance between the locking catch edge and the fixed catch edge is greater than the separation distance between the first non-linear edge of the first spar flange of the first aircraft seat track spar and the second non-linear edge of the second spar flange of the second aircraft seat track spar.

19. 19. The aircraft floor panel assembly of claim 13, wherein the first and second non-linear edges of the first and second spaced apart spar flanges are formed with a scalloped pattern, and the locking mating edge and the fixed mating edge are formed with a complementary scalloped pattern.

20. 19. The aircraft floor panel assembly of claim 13, wherein the first and second non-linear edges of the first and second spaced apart spar flanges are formed with a sawtooth pattern, and the locking mating edge and the fixed mating edge are formed with a complementary sawtooth pattern.

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