Individually Retractable Cargo Restraints for Flexible Aircraft Loading
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Solution Overview
Problem
Current cargo restraint systems for aircraft limit the number of available cargo load configurations by gang-acting multiple restraints, restricting individual control and flexibility in restraint positioning.
Innovation Solution
A cargo restraint system featuring individually retractable restraints, utilizing a plunger and actuation assembly that allows restraints to be rotated from a raised to a stowed position independently, enabling both group and individual actuation, thereby increasing the number of available configurations.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Ease of operation
If multiple restraints are ganged together for group actuation, then ease of operation is improved, but adaptability deteriorates
Solution Approach 1:
The restraint system divides the ganged restraints into individually controllable segments. Each restraint can be independently actuated or restrained through individual control mechanisms, allowing selective positioning while maintaining the option for group actuation when needed.
Solution Approach 2:
The system transitions from a static ganged restraint configuration to a dynamic one where restraints can be selectively engaged or disengaged. This allows the system to adapt between group actuation mode and individual control mode based on operational requirements.
2Device complexity
If all restraints are actuated from a single point, then device complexity is reduced, but adaptability deteriorates
Solution Approach 1:
The control system is designed to perform multiple functions: it can actuate all restraints simultaneously from a single point for simple operations, or it can selectively control individual restraints for complex configurations. This multi-functionality resolves the contradiction between simplicity and adaptability.
Solution Approach 2:
The control mechanism is segmented into individual control points for each restraint, while maintaining a master control point for group actuation. This segmentation allows the system to reduce complexity when group actuation is sufficient, while enabling adaptability when individual control is needed.
3Reliability
If restraints are fixed in position, then reliability is improved, but adaptability deteriorates
Solution Approach 1:
The restraint system incorporates dynamic positioning capabilities where restraints can be moved between fixed and adjustable positions. Each restraint can be selectively positioned or restrained, allowing the system to maintain reliability through secure locking mechanisms while providing adaptability through selective adjustability.
Solution Approach 2:
Different portions of the restraint system have different degrees of fixity. Some restraints are fixed in position for reliable restraint, while others are selectively adjustable for adaptability. This local differentiation of quality resolves the contradiction between reliability and adaptability.
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
This solution allows for greater flexibility in cargo loading configurations by enabling individual control of restraints while maintaining group actuation, enhancing the security and versatility of cargo restraint systems during aircraft operations.
Implementation Method 1
The first restraint may further include a plunger torsion spring configured to apply a first biasing load to the plunger lever
Implementation Method 2
a compression spring configured to bias a first end of the plunger rod toward the axis
Data Source
Figure 1
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AI summary
A cargo restraint system (50) may comprise a restraint (102; 104; 106) and an actuator shaft (150) configured to rotate the restraint (102; 104; 106) between a raised position and a stowed position. The restraint (102; 104; 106) may include a head (120) configured to rotate about an axis (A-A') and a plunger (170) configured to translate between an engaged state and a disengaged state. When the plunger (170) is in the engaged state, the head (120) is rotationally coupled to the actuator shaft (150). When the plunger (170) is in the disengaged state, the head (120) can rotate independently of the actuator shaft (150).