CN115556917A - Aircraft cargo compartment protection assembly - Google Patents

Abstract

The present invention provides a fender assembly for use in an aircraft cargo bay, comprising: a plurality of connectors, each connector fixedly attached to an aircraft fuselage structure; a barrage wall movably connected at its top and bottom sides to at least a portion of the plurality of connectors by couplings; wherein each coupling portion comprises: the first lug is arranged on the top side or the bottom side of the arresting wall, and a long round hole extending along the vertical direction is formed in the first lug; a second tab disposed at the connector; the joint bearing is arranged in the second lug plate; and the stud piece penetrates through the joint bearing in the second lug piece and the long round hole of the first lug piece and can move in the long round hole along the vertical direction. The protective component does not participate in the transmission and the carrying of the main structure of the machine body, is easy to assemble and disassemble and has good reliability and maintainability.

Description

Aircraft cargo compartment protection components

technical field

The invention relates to the technical field of aircraft blocking protection devices, in particular, the invention relates to a protection assembly used in aircraft cargo compartments.

Background technique

In conventional configurations of civil aircraft, the electronics bays (E-E bays) are located in front of the aft cargo bay. When the aircraft encounters turbulence or emergency landing, if the protective device is not installed at the front of the rear cargo compartment, the cargo in it may impact the front wall of the cargo compartment due to inertia, which may not only cause blockage and destruction of the cargo compartment door, but may also affect electronic equipment. Electronic equipment such as switchboard boxes in the equipment compartment will cause the risk of equipment failure and seriously affect flight safety. According to the requirements of airworthiness clauses, it is necessary to install a 9g arresting protection device at the front of the cargo hold, that is, an arresting protection device that can withstand up to 9 times the gravity overload along the direction of course, so as to minimize the impact of the cargo on the front wall of the cargo hold, and also make it affected by it. The risk of failure of the power supply equipment in the emergency state is minimal. At the same time, in order to realize the maintainability of the whole life cycle of the aircraft, there is also a requirement for the detachability of the arresting protection device of the aircraft cargo compartment, so as to facilitate the maintenance of electronic equipment such as the power panel equipment in front of the cargo compartment.

In existing designs, flexible arresting protection devices such as arresting nets are mostly used, mainly using a number of non-metallic flexible strips criss-crossing to form a net body, and then using metal joints to fix the net body to the aircraft fuselage structure. The arresting net relies on the elastic deformation of the mesh strips to realize the force transmission and the movement of the mesh structure, that is, when the load is applied, the mesh strips undergo linear displacement and angular displacement, thereby buffering the impact of goods. However, the flexible characteristics of the strips lead to a large deformation of the arresting net when it is impacted. Therefore, a relatively long buffer zone needs to be set between the cargo door and the arresting net, which may cause waste of space for small aircraft.

Rigid arresting guards also exist, such as arresting walls, which primarily use rigid sheet metal to form the walls and then use connectors to secure the walls to the aircraft fuselage structure. When impacted, the blocking wall distributes the received load to the aircraft fuselage structure through several connecting pieces, thereby realizing force transmission and cushioning the impact of cargo. Barrier walls deform to a lesser extent and require shorter buffer zones than arresting nets. However, since the blocking wall will transfer more loads to the aircraft structure, it is also necessary to avoid excessive restraint, so as not to have an adverse effect on the force transmission of the fuselage and other structures during normal flight, that is, it is necessary to set up connectors that can provide a certain degree of freedom .

Submitted on December 26, 2016, the application number is 201611216925.5. In the publication of the Chinese invention patent application titled "A Connection Structure between Cargo Floor Stringer and Blocking Wall", a connection structure for blocking walls is proposed. The single and double lugs with oblong holes are connected with joint bearings to provide a certain degree of freedom. When the connection structure bears the heading load along with the blocking wall, the cargo floor longitudinal beam connected to it moves in translation along the extension direction of the long hole to release the heading load; when it bears the side load, the connection structure uses joint bearings Rotate to release the lateral load and avoid deformation of the floor stringer moving with the connecting structure; when the cargo hold floor bears a vertical load, the vertical load can be transferred to the blocking wall by rotating in the double lug. Such a structure utilizes the structural characteristics of the oblong hole and the joint bearing to meet the load release and transmission requirements along the course, side and vertical directions. However, when the cargo is impacted, the directional load on the blocking wall is much greater than the lateral and vertical loads. Therefore, the floor stringer using this connection structure will significantly impact the end of the oblong hole, and if things go on like this, it will obviously damage the periphery of the oblong hole. Reduce the reliability of the entire connector, and at the same time, the strong impact force may also cause obvious deformation of the floor stringer connected to it, which will have an adverse effect on the force transmission of the fuselage; secondly, the connector only connects the floor stringer to the blocking wall. They are fixed by being connected together, the force transmission path is single, and the blocking protection device participates in the load transmission of the main structure of the fuselage, which may still damage the fuselage structure when subjected to a strong impact. Therefore, the force transmission path of the arresting wall and its structure in the prior art is unreasonable, the reliability of the device is not good, and there are still problems of affecting the fuselage structure due to the impact of cargo.

Therefore, it is necessary to propose an improved aircraft cargo compartment protection assembly, which can solve the problems and defects in the above-mentioned prior art.

Contents of the invention

Therefore, the object of the present invention is to provide an improved aircraft cargo compartment protection assembly, which improves the load transfer path, prevents the protection assembly from participating in the main structure of the fuselage to carry the load, and improves reliability.

Another object of the present invention is to provide a detachable aircraft cargo compartment protection assembly, which is easy to disassemble and refit, and improves maintainability.

According to the present invention, there is provided a shielding assembly for use in an aircraft cargo hold, comprising: a plurality of connectors, each of which is fixedly attached to an aircraft fuselage structure; The side and the bottom side are movably connected to at least a portion of the plurality of connectors by joints; wherein each of the joints includes: a first tab disposed on a top side or a bottom side of the barrier wall , the first lug is provided with an oblong hole extending in the vertical direction; the second lug is arranged at the connecting piece; a joint bearing, the joint bearing is arranged in the second lug; and A stud member, the stud member passes through the joint bearing in the second lug and the oblong hole of the first lug, and can move vertically in the oblong hole. Such a structure makes the blocking wall drive the first lug to rotate around the bolt column to release the load when it is subjected to a directional load, so as to avoid deformation of the fuselage structure connected to it; Vertical translational movement in the oblong hole in the vertical direction to release the vertical load, that is, to release the vertical relative deformation of the fuselage structure connected to the blocking wall; Rotate in order to release the lateral load, that is, to release the lateral relative deformation and rotation of the fuselage structure connected to the arresting wall. Since the fencing assembly of the present disclosure uses rotation of the first lug about the stud rather than translation of the stud in the oblong hole to relieve the directional load, the impact force of the cargo against the barrier wall is translated into guiding the first lug around the stud The force of rotation, rather than the force of direct impact of the guide bolt on the end of the oblong hole, makes it possible to significantly reduce the impact force on the periphery of the oblong hole, thereby reducing the impact force on the fuselage structure connected to the blocking wall, avoiding It deforms with the blocking wall; in addition, in order to maintain the stability of the internal space of the fuselage, the fuselage structure is designed so that the deformation that occurs when it is subjected to a vertical load is small, so the second lug drives the bolt to release the vertical load. The translational movement in the oblong hole due to the load is also small, which is not enough to produce a significant impact force on the end of the oblong hole. Therefore, the load transmission path adopted by the protective assembly of the present disclosure reduces the impact of cargo impact on the fuselage structure, reduces the risk of damage to the protective assembly itself due to cargo impact, and improves the reliability of the protective assembly.

According to still another aspect of the present disclosure, the first ear piece is a double ear piece, the second ear piece is a single ear piece, and the single ear piece is inserted into the gap between the double ear pieces, and the There is a movable gap between the first lug and the second lug. The movable gap is reserved to make the single lug rotate with the joint bearing in the inner space of the double lug when subjected to a lateral load, thereby releasing the lateral relative deformation and rotation of the fuselage structure connected with the protective assembly.

According to yet another aspect of the present disclosure, the connector is affixed to both the beam and the stringer of the aircraft floor. Such a fixed attachment design makes it possible to simultaneously transfer the load on the protective component to multiple aircraft fuselage structures, that is, to perform distributed transfer of the load. Compared with the single transfer mode, each aircraft fuselage structure connected to the protective components in the decentralized transfer mode will bear relatively low loads, thereby further avoiding the deformation of the aircraft fuselage structure due to the influence of the protective components and reducing the impact on the fuselage. Risk of adverse effects on force transmission.

According to still another aspect of the present disclosure, the coupling portion further includes a pair of bushes configured to surround the periphery of the oblong hole of the first lug and extend into the oblong hole; The stud member includes a bolt and a nut, the bolt passes through the joint bearing in the second lug and the oblong hole of the first lug, and the nut is screwed on the end of the bolt department. The bushing further protects the oblong hole from friction and impact, extending the life of the guard assembly. This design of the stud allows the barrier wall to be easily removed from the connector by twisting the nuts to replace components such as bushings or to perform maintenance on the barrier wall or aircraft electronics in front of the cargo bay.

According to still another aspect of the present disclosure, each of the pair of bushes is in the shape of a long cylinder and has a radially outwardly extending flange at one end thereof, wherein the pair of bushes is selected from the group consisting of , but multiple pairs of bushings with different inner diameter dimensions from each other. Since the bushing is inserted into the oblong hole of the first lug, the bushings with different inner diameters define different lengths of the inner diameter of the oblong hole, that is, the degree of freedom of the protection assembly in the vertical direction is changed. This makes it possible to adjust the size of the oblong hole to obtain the required degree of freedom according to the requirements of different models for the degree of freedom of the protective component.

According to still another aspect of the present disclosure, the blocking wall is further connected to a part of the plurality of connecting pieces through an auxiliary coupling part, the auxiliary coupling part comprising a third lug with a circular hole, a fourth lug with an auxiliary joint bearing. The lugs and the pegs pass through the auxiliary joint bearing and the circular hole. The auxiliary joint is used to keep the entire shielding assembly relatively stable in normal operation of the aircraft, because the circular shape of the hole in the third lug does not allow the fourth lug to drive the peg member to translate in it, so that it can be firmly connected to it The blocking wall prevents the undesired displacement of the entire protective assembly along the oblong hole of the joint.

Preferably, the auxiliary connecting parts are arranged at the middle part of the bottom side of the blocking wall, wherein the number of the auxiliary connecting parts is not more than two.

According to still another aspect of the present disclosure, the third ear piece is a double ear piece, the fourth ear piece is a single ear piece, and the single ear piece is inserted into the gap between the double ear pieces, and the There is a movable gap between the third lug and the fourth lug.

According to still another aspect of the present disclosure, the barrier wall includes a baffle, a plurality of uprights and a plurality of transverse reinforcements, the plurality of uprights are vertically attached to the baffle, and the transverse reinforcements are laterally attached to the apron, wherein the first tab is at an end of the upright; and wherein the upright and the transverse stiffener are attached to the apron by a bracket nut.

According to a further aspect of the present disclosure, the connector is integrally formed with the second tab and attached to the aircraft fuselage structure by fasteners.

The protection assembly of the present disclosure is connected to the joint bearing structure through the vertically arranged oblong hole lugs, and the impact force of the cargo on the protection assembly and the relative deformation of the aircraft fuselage structure when the aircraft turbulence or emergency landing event occurs through the joint in the joint part Rotation or translation movement can be transferred and released, so as to prevent the protective components and the aircraft fuselage structure connected to them from deforming with each other, realize that the protective components do not participate in the main structure of the fuselage, and reduce the impact of cargo impact on the fuselage structure. The influence of the deformation of the fuselage structure itself on the protective components; in addition, by attaching the connectors to the beams and longitudinal beams of the aircraft floor at the same time, the loads on the protective components are distributed to different aircraft fuselage structures, further reducing the load bearing The risk of deformation of the aircraft fuselage structure along with the shielding components. In addition, the protective assembly of the present disclosure connects the arresting wall and the connector together with easily disassembled bolts, and the arresting wall can be easily installed or removed from the connector attached to the fuselage structure by screwing the nut, Therefore, it is convenient to replace the protective component parts or maintain the aircraft electronic equipment in front of the cargo compartment, thereby improving the maintainability of the aircraft.

Description of drawings

For a more complete understanding of the present invention, the following description of the exemplary embodiments may be considered with reference to the accompanying drawings. The drawings are not intended to limit the invention to the particular embodiments depicted and are not necessarily to scale. In the attached picture:

1 is a front view of a shield assembly according to an exemplary embodiment of the present invention;

FIG. 2 is a partial enlarged view of the shield assembly of FIG. 1, showing a coupling portion according to an exemplary embodiment of the present invention;

Figure 3 is a detailed front view of the joint of Figure 2;

Figure 4 is a detailed side view of the coupling portion of Figure 2;

Fig. 5 is a sectional view taken along the A-A line in Fig. 3 of the coupling portion of Fig. 2;

FIG. 6 is a schematic view showing that a connector of a protective assembly is connected to a fuselage structure according to an exemplary embodiment of the present invention;

Fig. 7 is a partially enlarged view of the protective assembly of Fig. 1, showing the connection relationship of the various components in the blocking wall;

Fig. 8 is a schematic diagram of the movement of the protection assembly releasing the directional load according to an exemplary embodiment of the present invention;

Fig. 9 is a schematic diagram of the movement of the protective assembly releasing the vertical load according to an exemplary embodiment of the present invention;

Fig. 10 is a schematic diagram of the movement of the protective assembly releasing side loads according to an exemplary embodiment of the present invention.

List of reference signs

100 protective components

1 Barrier Wall

11 uprights

12 Lateral reinforcements

13 bezel

2 connectors

3 link

31 First ear piece

311 oblong hole

32 Second ear piece

33 stud parts

331 Bolt

332 Nut

34 joint bearing

35 Bushing

4 bracket nuts

200 aircraft floor

201 Floor stringers

202 floor beams

detailed description

The present disclosure will be further described below in conjunction with specific embodiments and accompanying drawings. In the following description, more details are set forth in order to fully understand the present disclosure, but the present disclosure can obviously be implemented in many other ways different from this description. Skilled persons can make various deductions and extensions to the embodiments of the present disclosure without departing from the scope defined in the appended claims, so the content of this specific embodiment should not limit the protection scope of the present disclosure. The same reference numbers are used throughout the drawings and detailed description to refer to the same or like parts.

The orientation terms such as "heading", "vertical" and "sideways" used in this article are considered based on the direction of travel of the aircraft. The vertical direction, and the direction perpendicular to the direction of travel of the aircraft in the horizontal plane is the lateral direction, and these three directions are mutually orthogonal.

As shown in FIG. 1 , a protective assembly 100 used in an aircraft cargo compartment according to a preferred embodiment of the present invention generally includes a blocking wall 1 and a plurality of connecting parts 2 , wherein the blocking wall 1 is connected at its top and bottom sides via joints. 3 is movably connected to at least a portion of the linkages 2 , while each linkage 2 is fixedly attached to an aircraft fuselage structure such as an aircraft floor 200 . Such a configuration allows the shield assembly 100 to be arranged vertically in the cargo hold of an aircraft.

As shown in FIGS. 1 and 7 , the blocking wall 1 includes a plurality of uprights 11 , a plurality of transverse reinforcements 12 and a baffle 13 , wherein each upright 11 extends over the entire height of the baffle 13 and passes through the bracket nut 4 vertically attached to the apron 13 ; while a plurality of transverse reinforcements 12 are laterally attached to the apron 13 by means of the bracket nuts 4 and are arranged between the uprights 11 parallel to each other. When the blocking wall 1 is impacted by cargo, the baffle plate 13 transmits the load to the column 11, and then the column 11 transmits the load to the aircraft fuselage structure through the connecting piece 2 connected to the top and bottom of the blocking wall. The transverse reinforcement 12 is used to assist in supporting the baffle 13 and reduce the bending stress of the baffle 13 .

The connecting piece 2 is fixed to the aircraft fuselage structure by fasteners such as rivets, common bolts or high-lock bolts, and is movably connected to the blocking wall 1 at one end thereof through a coupling portion 3 . The connectors 2 on the top side of the arresting wall 1 are attached to the aircraft cabin floor, while the connectors 2 on the bottom side of the arresting wall 1 are attached to the aircraft cargo floor. In this exemplary embodiment, as shown in FIG. 6 , the connector 2 is simultaneously attached to the floor stringers 201 and the floor cross beams 202 of the aircraft cabin/cargo floor 200 . Specifically, the connector 2 is arranged in the network structure formed by interlacing the floor stringers 201 and the floor cross beams 202, and is fixed against the floor stringers 201 at its sides, and is fastened against the adjacent two adjacent beams at its ends. Root floor beam 202. Such a design makes it possible to dispersely transmit the load received by the protective assembly 100 to the floor beams and longitudinal beams, that is, to transmit to multiple aircraft fuselage structures at the same time, so that each aircraft fuselage structure connected with the protective assembly 100 will bear Relatively low load, so as to further avoid the deformation of the aircraft fuselage structure due to the influence of the protective components, and reduce the risk of adverse effects on the force transmission of the fuselage.

The coupling part 3 connects the blocking wall 1 and the connecting part 2 together, and the coupling part 3 allows the relative movement of the related parts to release the load. As shown in Figures 2 to 5, the coupling part 3 includes: a first lug 31 arranged on the top side or bottom side of the blocking wall 1, and the first lug 31 is provided with an oblong hole 311 extending vertically , in this exemplary embodiment, the first lug 31 is a double lug, and is located at the upper end or lower end of the column 11 of the blocking wall 1; the second lug 32 provided at the connecting piece 2, in this example In a preferred embodiment, the second ear piece 32 is a single ear piece integrated with the connector 2, and is inserted into the gap in the middle of the first ear piece 31, and there is a gap between the first ear piece 31 and the second ear piece 32. There is a movable gap; the joint bearing 34 arranged in the second lug 32; the stud member 33, the stud member 33 includes a bolt 331 and a nut 332, and the bolt 331 forms a radially outwardly extending flange at one end thereof, And pass through the joint bearing 34 in the second lug 32 and the oblong hole 311 of the first lug 31, the nut 332 is screwed on the other end of the bolt 331, so that the bolt 33 can drive the second lug 32 on the second lug 32. The oblong hole 311 of one ear piece 31 moves vertically without coming out of the first ear piece 31 . The setting of the movable gap allows the second lug 32 to rotate in the first lug 31 by means of the joint bearing 34, thereby releasing the lateral load. The design of detachable bolts and nuts makes it easy to install or remove the blocking wall 1 to or from the connecting piece 2, so that parts can be replaced or maintained conveniently.

In addition, the coupling part 3 also includes a pair of bushings 35 configured to surround the circumference of the oblong hole 311 of the first lug 31 on both sides of the first lug 31 and extend into the oblong hole 311. , the flanges of the bolts 331 and the nuts 332 are pressed against the pair of bushes 35 via washers, respectively. Each of the pair of bushings 35 is in the shape of a long cylinder, and has a radially outwardly extending flange at one end thereof, which can protect the oblong hole 311 from directly bearing the friction and impact of the bolt 33, thereby reducing the oblong hole. The risk of damage to the hole is eliminated and the service life of the components is extended.

The coupling part 3 makes the blocking wall 1 drive the first lug 31 to rotate around the bolt column 33 to release the load when receiving the directional load; the second lug 32 translates vertically in the oblong hole 311 to Release the vertical relative deformation of the fuselage structure connected with the protective assembly 100, avoiding the subsequent deformation of the protective assembly 100; under the full machine load, the second lug 32 rotates in the first lug 31 through the joint bearing 34 in it to Release the lateral relative deformation and rotation of the fuselage structure connected to the shielding component 100 to avoid the consequent deformation of the shielding component 100 . According to the present disclosure, the impact force of the goods on the barrier wall 1 is converted into a force that guides the first lug 31 to rotate around the bolt 33, which makes the impact force directly received by the periphery of the oblong hole 311 smaller, and also makes the impact force through the connecting piece 2 The impact force transmitted to the fuselage structure of the aircraft is also small, thereby reducing the risk of deformation of the fuselage structure along with the arresting wall 1; in addition, in order to maintain the stability of the internal space of the fuselage, the fuselage structure of the aircraft is usually designed so that it will The deformation of the oblong hole 311 is small because of the slight deformation of the second lug 32 to release the vertical load, which is not enough to produce a significant impact force on the end of the oblong hole 311 . Therefore, the load transfer path adopted by the protective assembly of the present disclosure reduces the impact of cargo impact on the fuselage structure, and also reduces the risk of damage to the protective assembly 100 itself due to loads that cause deformation of the arresting wall 1 or deformation of the aircraft fuselage structure. The reliability of the protective components is improved.

In actual operation, each type of aircraft has different requirements on the degree of freedom of the protective assembly 100 . For example, a large aircraft has a large cargo capacity, and the deformation of the aircraft fuselage structure is also relatively large, which requires the protection assembly 100 to have a large degree of freedom. The translational and rotational movements of the member 33 and the second lug 32 in the oblong hole 311 of the first lug 31 fully release the load. However, compared with larger aircrafts, small aircrafts have a smaller cargo capacity. Due to their smaller internal space and less load, the deformation of the aircraft fuselage structure is relatively small when subjected to loads. At this time, it does not require protective components 100 There are greater degrees of freedom. On the contrary, if the degree of freedom is too large, that is, the size of the oblong hole is too large, it will cause the peg to rotate relatively in the oblong hole when the yaw load is released, and it will also translate a long distance, which will cause it to reach the periphery of the oblong hole. With a relatively high moving speed, it impacts on the periphery of the oblong hole instead. Therefore, the protective assembly of the present invention preferably includes multiple pairs of bushes with the same outer diameter but different inner diameters, so as to select pairs of bushes with different sizes according to the freedom requirements of different aircraft for the protective assembly 100, and combine them Installed to the pivoting part 3 to adjust the inner diameter of the oblong hole 311 .

If all blocking walls 1 are connected to connectors 2 only through joints 3, that is, all columns 11 are connected to connectors 2 by double lugs with oblong holes extending vertically, then the top side of blocking wall 1 and the The existence of the oblong hole on the bottom side enables the entire barrier wall 1 to translate along the extending direction of the oblong hole. Even during normal operation of the aircraft, the arresting wall 1 may vibrate up and down, which is not conducive to maintaining the stability of the overall structure. Therefore, there is a need to eliminate such undesired vibrations. Therefore, additionally, the protection assembly 100 also includes an auxiliary coupling part, which is located at the bottom side of the blocking wall 1, preferably arranged at the lower end of the middle column 11 of the blocking wall 1 as shown in FIG. 1, and its number is no more than 2. The structure of the auxiliary coupling part is similar to that of the coupling part 3, the only difference between the two is that the hole in the third lug (two lugs) of the auxiliary coupling part is a round hole. This circular shape of the hole does not allow the bolt to drive the fourth lug (single lug) to carry out translational movement therein, thereby limiting the blocking wall 1 to a relatively fixed position, eliminating its abnormality during normal operation of the aircraft. Expect vibrations. Same as the coupling part 3 , the third lug of the auxiliary coupling part is located at the end of the column 11 , and the fourth lug is integrally formed with the connecting part 2 .

8 to 10 illustrate how the shield assembly 100 transfers and releases loads through rotational and translational motions when subject to yaw loads, vertical loads, and side loads.

As shown in Fig. 8, when the aircraft decelerates or performs an emergency landing, the cargo will impact the blocking wall 1 due to inertia, resulting in a directional load. The heading load is applied to the arresting wall 1 along the direction indicated by the hollow arrow in the figure. At this time, the baffle plate 13 bends along the direction of the course, and the upright post 11 bends accordingly, so that the lugs at both ends of the upright post 11 rotate around the bolt part in the direction indicated by the solid arrow in the figure, thereby partially transferring the course load to the connecting part 2 , and then transferred to the floor stringer 201 and the floor cross beam 202 of the floor 200 connected with the connector 2 .

As shown in Figure 9, when the cargo vibrates up and down due to body bumps, a vertical load will be generated. The vertical load is applied to the aircraft fuselage structure in the direction indicated by the hollow arrow in the figure, causing the vertical relative deformation of the aircraft cargo floor and passenger cabin floor structures. At this time, the peg piece 33 drives the second lug 32 to move in translation in the oblong hole 311 of the first lug 31 along the direction shown by the solid arrow in the figure, releasing the vertical relative deformation of the aircraft cargo floor and the cabin floor structure, that is The vertical freedom provided by the oblong hole prevents the arresting wall 1 from being bent and deformed with the deformation of the aircraft floor structure. When the blocking wall 1 itself undergoes vertical deformation, and vice versa, the deformation can be released through the relative movement of the first lug 31 and the second lug 32, so as to avoid deformation of the aircraft floor structure along with the deformation of the blocking wall.

As shown in Figure 10, side loads are generated when the aircraft is banked or turned. The side load is applied to the aircraft fuselage structure in the direction indicated by the hollow arrow in the figure, causing the lateral relative deformation of the aircraft cargo floor and passenger cabin floor structures. At this time, the fuselage structure drives the connecting piece 2 to tilt, and the connecting piece 2 drives the integrally formed single lug to rotate in the double lug along the rotation direction shown by the solid arrow in the figure by means of the joint bearing, releasing the aircraft cargo floor and the passenger cabin. The lateral relative deformation of the floor structure, that is, the lateral freedom provided by the oblong hole prevents the arresting wall 1 from bending and deforming with the deformation of the aircraft floor structure. When cargo obliquely impacts the blocking wall 1 to generate side load, and vice versa, it can prevent the side load from being transmitted to the aircraft fuselage structure connected with the shielding assembly 100 , thereby preventing its deformation with the deformation of the blocking wall 1 .

Therefore, according to the present disclosure, the arresting wall 1 does not participate in the load transmission of the main structure of the aircraft fuselage, and the deformation of the fuselage structure does not cause the deformation of the arresting wall 1, thereby avoiding the excessive restraint of the arresting wall 1 on the fuselage body structure; The load transmitted to the fuselage structure is also dispersed through a reasonable force transmission path, which will not have a significant impact on the main structure of the fuselage.

The protection assembly of the present invention realizes the innovative design that the protection assembly does not participate in the load transmission of the main structure of the fuselage by setting improved connectors and movable joints, effectively avoiding the excessive impact of the protection assembly on the fuselage body structure during normal flight. On the contrary, it also avoids the excessive influence of the deformation of the protective component on the aircraft fuselage structure, improves the reliability of the blocking protective device, and solves the problem of the influence of the load transmitted by the protective component due to the poor force transmission path in the prior art. Problems with body structure. In addition, since the coupling part adopts a detachable structure, the blocking wall can be easily assembled and disassembled, which improves the maintainability of the blocking protection device and the aircraft body, and satisfies the maintenance requirements of the prior art. In addition, the size adjustment of the oblong hole in the coupling part is realized by using bushes of different sizes, and then the degree of freedom of the protective component is adjusted to meet the different requirements of different aircraft for the degree of freedom of the blocking protective device, which improves the versatility of the protective component .

The present invention is not limited to the above-mentioned embodiments, which are only illustrative and non-restrictive. Under the enlightenment of the present invention, those skilled in the art can make any possible changes and modifications without departing from the gist of the present invention and the scope of protection of the claims. Therefore, any modifications, equivalent changes and modifications made to the above-mentioned embodiments according to the technical essence of the present invention shall fall within the scope of protection defined by the claims of the present invention.

Claims (10)

1. A fender assembly for use in an aircraft cargo bay comprising:

a plurality of connectors, each of the connectors fixedly attached to an aircraft fuselage structure;

a barrage wall movably connected at its top and bottom sides to at least a portion of the plurality of connectors by couplings;

wherein each of the links includes:

the first lug is arranged on the top side or the bottom side of the arresting wall, and a long round hole extending along the vertical direction is formed in the first lug;

a second tab disposed at the connector;

a knuckle bearing disposed in the second tab; and

a stud member passing through a joint bearing in the second tab and the oblong hole of the first tab and movable in a vertical direction in the oblong hole.

2. The shield assembly of claim 1 wherein the first tab is a double tab and the second tab is a single tab, the single tab is inserted into a gap in the middle of the double tab, and a movable gap is left between the first tab and the second tab.

3. The fender assembly of claim 1, wherein the connector is affixed to both a cross member and a longitudinal member of an aircraft floor.

4. The shield assembly of claim 1, wherein the coupling further comprises a pair of bushings, each of the pair of bushings configured to surround a periphery of the oblong hole of the first tab and extend into the oblong hole; the bolt piece comprises a bolt and a nut, the bolt penetrates through a joint bearing in the second lug piece and the long round hole of the first lug piece, and the nut is screwed at the end of the bolt.

5. The shield assembly of claim 4 wherein each of said pair of bushings is elongated cylindrical in shape and has a radially outwardly extending flange at one end thereof, wherein said pair of bushings is selected from a plurality of pairs of bushings having a uniform outer diameter but different inner diameter dimensions from one another.

6. The fender assembly of claim 1, wherein the barricade is further connected to a portion of the plurality of connectors by an auxiliary coupling, the auxiliary coupling comprising a third tab having a circular aperture, a fourth tab having an auxiliary knuckle bearing, and a stud member passing through the auxiliary knuckle bearing and the circular aperture.

7. The fender assembly of claim 6, wherein the auxiliary couplings are disposed at a medial portion of the underside of the barrier wall, and wherein the number of auxiliary couplings is no greater than two.

8. The shield assembly of claim 6, wherein the third tab is a double tab and the fourth tab is a single tab, the single tab is inserted into a gap in the middle of the double tab, and a movable gap is left between the third tab and the fourth tab.

9. The fender assembly of claim 1, wherein the barricade comprises a fender, a plurality of posts vertically attached to the fender, and a plurality of transverse stiffeners transversely attached to the fender,

wherein the first tab is at an end of the post;

and wherein the upright and the transverse stiffener are attached to the baffle by a pallet nut.

10. The fender assembly of claim 1, wherein the connector is integrally formed with the second tab and attached to the aircraft fuselage structure by a fastener.

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