Attenuating Cargo Restraint Device for Aircraft Deck Distortion
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Solution Overview
Problem
Existing cargo restraints in aircraft are inadequate due to distortion of the cargo compartment deck during flight, leading to potential damage to both the aircraft and cargo, as they are fixed and cannot accommodate wing flexion without compromising payload capacity or requiring excessive space.
Innovation Solution
An attenuating cargo restraint device with a sliding head assembly and integrated elastic element within the plan-view envelope of the cargo, allowing it to adjust to deck distortion without extending outboard, thus maintaining engagement and optimizing space usage.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If fixed cargo restraints are used, then the restraints can endure high loads and forces, but the restraints cannot accommodate deck distortion from wing flexion, causing disengagement or damage
Solution Approach 1:
The restraint device incorporates a sliding head assembly that can move longitudinally along the base, transforming the fixed restraint into a dynamic system. This allows the restraint to adapt to deck distortion caused by wing flexion while maintaining engagement with the cargo, resolving the contradiction between reliability and adaptability.
Solution Approach 2:
The elastic element changes the physical state of the restraint system by introducing controlled flexibility. When deck distortion occurs, the elastic element compresses or extends, allowing the head assembly to slide and maintain engagement, thus adapting to varying deck positions while preserving restraint reliability.
2Adaptability or versatility
If attenuating restraints with outboard extension are used, then the restraints can absorb deck distortion, but the restraints extend beyond the plan-view envelope of the cargo, sacrificing payload capacity
Solution Approach 1:
The elastic element is positioned inboard of the head assembly's engagement point with the cargo, utilizing the vertical dimension rather than extending outboard horizontally. This allows the restraint to absorb deck distortion through vertical compression of the elastic element while maintaining a compact horizontal footprint within the cargo's plan-view envelope, preserving payload capacity.
3Stability of the object's composition
If stationary restraints are used, then the restraints provide fixed positioning, but the restraints cannot compensate for flexion in the aircraft structure
Solution Approach 1:
The restraint device transitions from a stationary to a dynamic configuration through the sliding head assembly. The head can move along the base while the elastic element provides restoring force, enabling the system to compensate for structural flexion while maintaining stable cargo engagement through continuous adjustment.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The device effectively absorbs cargo compartment distortion without sacrificing payload capacity or requiring additional space, ensuring secure cargo restraint and efficient use of aircraft cargo capacity.
Implementation Method 1
an elastic element positioned inboard from where the head assembly engages and restrains the cargo
Implementation Method 2
ridges protruding from sides of the head assembly fit within recessed slits that are along the sidewalls of the inner cavity of the base to form a tongue-and-groove joint across which the head assembly can be biased relative to the base
Data Source
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AI summary
Some embodiments provide an attenuating cargo restraint device that mounts within the plan-view envelope of the cargo being restrained and does not extend outboard beyond an allowable amount of attenuation. The device includes a sliding head assembly 310 that can be movably disposed relative to a base 320. The head assembly includes a cavity covered by an upper housing 612 with the upper housing extending inboard and below a point at which the cargo is restrained. The base includes a complimentary cavity extending inboard from a distal end to a proximal end of the base. These cavities collectively form a housing that incorporates and accommodates the elastic element 650 of the device wholly within the innards of the device, below the point of engagement with cargo, and inboard from the point of engagement so as to locate the elastic element underneath and within the plan-view envelope of the cargo being restrained.