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 assembly

Technical Field

The invention relates to the technical field of aircraft arresting and protecting devices, in particular to a protecting assembly used in an aircraft cargo hold.

Background

In a conventional construction of civil aircraft, the electronics compartment (E-E compartment) is arranged in front of the rear cargo compartment. When the aircraft bumps or an emergency landing event occurs, if the protection device is not arranged at the front end of the rear cargo hold, the cargo in the aircraft may impact the front wall of the cargo hold due to inertia, so that the cargo hold door is blocked and damaged, electronic equipment such as a distribution board box in the electronic equipment hold can be influenced, the equipment failure risk is caused, and the flight safety is seriously influenced. According to the requirements of airworthiness clauses, a 9g blocking protection device, namely a blocking protection device which can bear the overload of 9 times of gravity along the heading direction at most, needs to be arranged at the front end of the cargo hold, so that the impact of cargo on the front wall of the cargo hold is reduced to the maximum extent, and the failure risk of power supply equipment influenced by the cargo is minimized in an emergency state. Meanwhile, in order to realize the full life cycle maintainability of the airplane, the blocking and protecting device for the cargo hold of the airplane also provides a demand with detachability so as to be convenient for maintaining electronic equipment such as power panel box equipment and the like in front of the cargo hold.

In the existing design, flexible blocking protection devices such as blocking nets are mostly adopted, a plurality of nonmetal flexible strips are mainly adopted to form a net body in a criss-cross mode, and then the net body is fixed to an airplane body structure through metal joints. The arresting net realizes the force transmission and the movement of a net structure by means of the elastic deformation of the net body strips, namely, when bearing load, the net body strips generate linear displacement and angular displacement, thereby buffering the impact of goods. However, the flexible nature of the straps results in a large net body deformation of the barrier net upon impact, and therefore requires a relatively long cushioning section between the cargo door and the barrier net, which may be a waste of space for small aircraft.

There are also rigid barrier protection devices such as barrier walls which are formed primarily from rigid sheet metal and which are secured to the aircraft fuselage structure using fasteners. When the blocking wall is impacted, the blocking wall dispersedly transmits the stressed load to the aircraft fuselage structure through the connecting pieces, so that the force transmission is realized, and the impact of goods is buffered. The barrier walls are less deformed and require shorter cushioning sections than the barrier net. However, since the arresting walls transmit the loads to the aircraft structure to a greater extent, they are also required to avoid excessive restraint in order to avoid adverse effects on the transmission of forces during normal flight of the fuselage and other structures, i.e. to provide a connection which provides a certain degree of freedom.

In the Chinese patent application publication of 'a cargo compartment floor longitudinal beam and blocking wall connecting structure', which is filed in 2016, 12, 26 and has the application number of 201611216925.5, the invention provides a blocking wall connecting structure, and the structure is mainly connected with a joint bearing through a single double lug with a long circular hole to provide a certain degree of freedom. When the connecting structure bears the course load along with the arresting wall, the cargo compartment floor longitudinal beam connected with the connecting structure moves in the long circular hole in a translation mode along the extending direction of the long circular hole, and the course load is released; when bearing the side load, the connecting structure rotates by virtue of the joint bearing, so that the side load is released, and the floor longitudinal beam is prevented from deforming along with the movement of the connecting structure; when the cargo floor is subjected to vertical loads, the vertical loads can be transferred to the retaining wall by rotating in the double lugs. The structure utilizes the structural characteristics of the long round hole and the joint bearing to meet the load release and transmission requirements along the heading direction, the lateral direction and the vertical direction. When the blocking wall is impacted by goods, the course load borne by the blocking wall is far larger than the lateral load and the vertical load, so that the floor longitudinal beam using the connecting structure can obviously impact the end part of the long round hole, the periphery of the long round hole is obviously damaged in the past, the reliability of the whole connecting piece is further reduced, and meanwhile, the floor longitudinal beam connected with the connecting structure can also be obviously deformed due to strong impact force, and the force transmission of a machine body is adversely affected; secondly, the connecting piece is fixed only by connecting the floor longitudinal beams with the arresting walls, the force transmission path is single, the arresting protection device participates in the load transmission of the main structure of the machine body, and the structure of the machine body can be damaged when strong impact is applied. Therefore, the arresting wall and the force transmission path of the structure of the arresting wall in the prior art are not reasonable, the reliability of the device is not good enough, and the problem that the structure of the machine body is influenced by the impact of goods still exists.

Accordingly, there is a need for an improved aircraft cargo compartment protection assembly that addresses the above-identified problems and deficiencies in the prior art.

Disclosure of Invention

Therefore, the invention aims to provide an improved aircraft cargo compartment protection assembly, which improves a load transfer path, avoids the protection assembly from participating in the load transfer of a main structure of a fuselage and improves the reliability.

It is another object of the present invention to provide a removable aircraft cargo bay protection assembly that is easy to remove and retrofit and provides improved maintenance.

According to the present invention there is provided 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 coupling portions 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; a knuckle bearing disposed in the second tab; and the stud member penetrates through the joint bearing in the second lug plate and the long round hole of the first lug plate and can move in the long round hole along the vertical direction. The structure enables the blocking wall to drive the first lug piece to rotate around the bolt post piece to release the load when the blocking wall is subjected to the course load, so that the deformation of a machine body structure connected with the blocking wall is avoided; under the full-aircraft load, the second lug plate moves in a translational manner in the long round hole of the first lug plate along the vertical direction so as to release the vertical load, namely release the vertical relative deformation of the aircraft body structure connected with the arresting wall; under full engine load, the second lug rotates in the first lug by means of the joint bearing to release the side load, namely the lateral relative deformation and rotation of the engine body structure connected with the blocking wall. Because the protective assembly disclosed by the invention uses the first lug plate to rotate around the bolt post instead of translating the bolt post in the long round hole to release the course load, the impact force of the cargo on the arresting wall is converted into the force for guiding the first lug plate to rotate around the bolt post instead of the force for guiding the bolt post to directly impact the end part of the long round hole, so that the impact force on the periphery of the long round hole can be obviously reduced, the impact force on a machine body structure connected with the arresting wall is further reduced, and the deformation of the protective assembly along with the arresting wall is avoided; in addition, in order to maintain the stability of the internal space of the fuselage, the fuselage structure is designed to make the deformation generated when the fuselage is subjected to a vertical load small, so that the translational motion of the second lug piece driving the stud piece in the oblong hole for releasing the vertical load is also small and is not enough to generate obvious impact force on the end part of the oblong hole. Therefore, the load transfer path that this protection component of this disclosure adopted has reduced the influence that the goods impacted to fuselage structure, has also reduced the risk that the goods impacted harm protection component itself, has improved protection component's reliability.

According to yet another aspect of the present disclosure, the first tab is a double tab, 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. The movable gap is reserved so that when subjected to a side load, the single lug plate can rotate with the joint bearing in the inner space of the double lug plate, and therefore the lateral relative deformation and rotation of the fuselage structure connected with the protection component are released.

According to yet another aspect of the disclosure, the connectors are affixed to both the cross member and the longitudinal member of the aircraft floor. Such an attachment design makes it possible to transmit the loads to which the protective component is subjected simultaneously to a plurality of aircraft fuselage structures, i.e. to transmit the loads in a distributed manner. Compared with single type transmission, each airplane fuselage structure connected with the protective component in the distributed transmission mode bears relatively low load, so that the airplane fuselage structure is further prevented from being influenced by the protective component to deform, and the risk of adverse influence on the force transmission of the fuselage is reduced.

According to yet another aspect of the present disclosure, the coupling further comprises a 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. The bushing further protects the oblong hole from friction and impact, extending the service life of the protective assembly. This design of the stud makes it possible to easily remove the retaining wall from the connection by screwing the nut, to replace parts such as bushings or to perform maintenance on the aircraft electronics in front of the retaining wall or the cargo compartment.

According to still another aspect of the present disclosure, each of the pair of bushings has an elongated cylindrical shape and has a flange extending radially outward at one end thereof, wherein the pair of bushings is selected from a plurality of pairs of bushings having the same outer diameter but different inner diameter sizes from each other. Due to the fact that the bushings are inserted into the oblong holes of the first lugs, the bushings with different inner diameter sizes define the inner diameters of the oblong holes with different lengths, namely the freedom degree of the protection assembly in the vertical direction is changed. This makes it possible to adjust the oblong hole size to obtain the desired degree of freedom according to the requirements of different models for the degree of freedom of the shielding assembly.

According to yet another aspect of the present disclosure, the arresting wall is further connected to a portion of the plurality of the connection members by an auxiliary coupling portion, the auxiliary coupling portion including a third tab having a circular hole, a fourth tab having an auxiliary joint bearing, and a stud member passing through the auxiliary joint bearing and the circular hole. The auxiliary coupling serves to keep the entire fender assembly relatively stable during normal operation of the aircraft, since the circular shape of the hole in the third tab does not allow the fourth tab to carry the stud member in translational movement therein, so that the retaining wall connected thereto can be stabilized against undesired displacement of the entire fender assembly along the oblong hole of the coupling.

Preferably, the auxiliary bracing portions are provided at a middle portion of the bottom side of the barrier wall, wherein the number of the auxiliary bracing portions is not more than two.

According to yet another aspect of the present disclosure, the third tab is a double tab, 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.

According to yet another aspect of the present disclosure, the retaining wall includes a baffle, a plurality of posts vertically attached to the baffle, and a plurality of transverse stiffeners transversely attached to the baffle, wherein the first tabs are at ends of the posts; and wherein the upright and the transverse stiffener are attached to the baffle by a pallet nut.

According to yet another aspect of the disclosure, the connector is integrally formed with the second tab and attached to the aircraft fuselage structure by a fastener.

The protective component is connected with the joint bearing structure through the vertically arranged slotted hole lug, so that the impact force of goods on the protective component and the relative deformation of the airplane body structure during the bumping or emergency landing event of the airplane are transferred and released through the rotation or translation motion in the connecting part, the protective component and the airplane body structure connected with the protective component are prevented from deforming along with each other, the protective component does not participate in the transmission of the main body structure, the influence of the impact of the goods on the body structure is reduced, or the influence of the deformation of the body structure on the protective component is reduced; in addition, by simultaneously attaching the connecting pieces to the cross beams and the longitudinal beams of the bottom plate of the airplane, the load borne by the protective assembly is dispersedly transmitted to different airplane fuselage structures, and the risk that the airplane fuselage structure bearing the load deforms along with the protective assembly is further reduced. In addition, the protective assembly of the disclosure connects the arresting wall and the connecting piece together by using the bolt pieces which are easy to disassemble and assemble, and the arresting wall can be conveniently installed on or removed from the connecting piece fixedly attached to the fuselage structure by screwing the nuts, so that the replacement of parts of the protective assembly or the maintenance of the electronic equipment of the airplane in front of the cargo hold is facilitated, and the maintainability of the airplane is improved.

Drawings

For a more complete understanding of the present invention, reference is made to the following description of exemplary embodiments, which is to be considered in connection with the accompanying drawings. The drawings are not intended to limit the invention to the particular embodiments depicted therein, and are not necessarily to scale. In the drawings:

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

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

FIG. 3 is a detail elevation view of the joint of FIG. 2;

FIG. 4 is a detailed side view of the joint of FIG. 2;

FIG. 5 isbase:Sub>A cross-sectional view of the attachment portion of FIG. 2 taken along line A-A of FIG. 3;

FIG. 6 is a schematic view illustrating attachment of a connector of a fender assembly according to an exemplary embodiment of the invention to a fuselage structure;

FIG. 7 is an enlarged fragmentary view of the containment assembly of FIG. 1 showing the connection of the components of the barrage wall;

FIG. 8 is a schematic diagram of the movement of a fender assembly to release a heading load according to an exemplary embodiment of the invention;

FIG. 9 is a schematic view of the movement of the shield assembly to release vertical loads according to an exemplary embodiment of the present invention;

figure 10 is a schematic view of the movement of the shield assembly to release side loads according to an exemplary embodiment of the present invention.

List of reference numerals

100. Protective assembly

1. Barrier wall

11. Stand column

12. Transverse reinforcement

13. Baffle plate

2. Connecting piece

3. Connecting part

31. First lug

311. Long round hole

32. Second lug

33. Stud member

331. Bolt

332. Nut

34. Joint bearing

35. Bushing

4. Supporting plate nut

200. Aircraft floor

201. Floor longitudinal beam

202. Floor beam

Detailed Description

The present disclosure is further described in the following description with reference to specific embodiments and the accompanying drawings, wherein more details are set forth in order to provide a thorough understanding of the present disclosure, but it is apparent that the present disclosure can be practiced in many other ways than those described herein, and that various deductions and generalizations of the embodiments of the present disclosure may be made by those skilled in the art without departing from the scope defined in the appended claims, and therefore the scope of the present disclosure should not be limited by the contents of this specific embodiment. The same reference numbers will be used throughout the drawings and the detailed description to refer to the same or like parts.

As used herein, the terms "heading," "vertical," "lateral," and the like are considered based on the direction of travel of the aircraft, along which the direction of travel of the aircraft is the heading direction, perpendicular to the direction of travel of the aircraft in a vertical plane is the vertical direction, and perpendicular to the direction of travel of the aircraft in a horizontal plane is the lateral direction, the three directions being orthogonal to one another.

As shown in fig. 1, a fender assembly 100 for use in an aircraft cargo compartment according to a preferred embodiment of the invention generally comprises a barrage wall 1 and a plurality of links 2, wherein the barrage wall 1 is movably connected at its top and bottom sides to at least a portion of the links 2 via couplings 3, and each link 2 is fixedly attached to an aircraft fuselage structure such as an aircraft floor 200. Such a configuration enables the shield assembly 100 to be vertically disposed within an aircraft cargo compartment.

As shown in fig. 1 and 7, the barrage wall 1 comprises a plurality of uprights 11, a plurality of transverse stiffeners 12 and a baffle 13, wherein each upright 11 extends over the entire height of the baffle 13 and is vertically attached to the baffle 13 by a pallet nut 4; and a plurality of transverse stiffeners 12 are attached transversely to the baffle 13 by pallet nuts 4 and arranged parallel to each other between the uprights 11. When the retaining wall 1 is impacted by cargo, the load is transmitted by the baffle 13 to the upright 11, and then transmitted by the upright 11 to the aircraft fuselage structure through the connecting pieces 2 connected to the top and bottom sides of the retaining wall. The lateral reinforcement 12 is used to assist in supporting the baffle 13 and reducing the bending stress of the baffle 13.

The connecting element 2 is attached to the aircraft fuselage structure by means of fasteners such as rivets, ordinary bolts or high-lock bolts and is movably connected at one end thereof to the retaining wall 1 by means of a coupling 3. The connectors 2 at the top side of the barrier wall 1 are attached to the aircraft cabin floor, while the connectors 2 at the bottom side of the barrier wall 1 are attached to the aircraft cargo compartment floor. In the present exemplary embodiment, as shown in fig. 6, the connecting element 2 is attached to both floor stringers 201 and floor crossmember 202 of an aircraft cabin/cargo compartment floor 200. Specifically, the connecting member 2 is provided in a mesh structure formed by the floor longitudinal beams 201 alternating with the floor cross beams 202, and is attached at its side portions against the floor longitudinal beams 201 and at its end portions against the adjacent two floor cross beams 202. Such a design makes it possible to transmit the loads experienced by the protective component 100 to the floor cross members and the stringers in a distributed manner, i.e. to a plurality of aircraft fuselage structures simultaneously, so that each aircraft fuselage structure connected to the protective component 100 will be subjected to a relatively low load, thereby further avoiding the aircraft fuselage structure being deformed by the influence of the protective component and reducing the risk of adverse effects on the transmission of forces to the fuselage.

Bracing 3 connects together the barrage 1 and the connector 2, the bracing 3 allowing relative movement of the associated parts to release the load. As shown in fig. 2 to 5, the coupling portion 3 includes: a first lug plate 31 arranged on the top side or the bottom side of the arresting wall 1, wherein an oblong hole 311 extending along the vertical direction is formed in the first lug plate 31, and in the exemplary embodiment, the first lug plate 31 is a double lug plate and is arranged at the upper end portion or the lower end portion of the upright post 11 of the arresting wall 1; a second tab 32 provided at the connector 2, the second tab 32 being a single tab integral with the connector 2 and inserted into a space in the middle of the first tab 31 with a movable gap left between the first tab 31 and the second tab 32 in the present exemplary embodiment; a joint bearing 34 provided in the second tab 32; and the bolt 33, the bolt 33 includes a bolt 331 and a nut 332, the bolt 331 forms a flange extending radially outward at one end thereof and passes through the joint bearing 34 in the second lug plate 32 and the oblong hole 311 of the first lug plate 31, and the nut 332 is screwed at the other end of the bolt 331, so that the bolt 33 can drive the second lug plate 32 to move in the oblong hole 311 of the first lug plate 31 in the vertical direction without departing from the first lug plate 31. The provision of the movable gap allows the second tab 32 to be able to rotate within the first tab 31 by means of the knuckle bearing 34, thereby relieving the side load. And the detachable bolt and nut design enables the arresting wall 1 to be easily installed or removed from the connecting member 2, thereby facilitating replacement or maintenance of the parts.

Further, the coupling portion 3 further includes a pair of bushes 35 configured to surround the periphery of the oblong hole 311 of the first tab 31 outside both sides of the first tab 31 and extend into the oblong hole 311, and the flange of the bolt 331 and the nut 332 are pressed against the pair of bushes 35 via the gasket, respectively. Each of the pair of bushings 35 has an elongated cylindrical shape and a radially outwardly extending flange at one end thereof, which protects the elongated hole 311 from direct friction and impact with the stud member 33, thereby reducing the risk of damage to the elongated hole and extending the useful life of the components.

The connecting part 3 enables the barrage wall 1 to drive the first lug piece 31 to rotate around the stud piece 33 to release the load when the barrage wall is subjected to the heading load; the second lug 32 moves in translation in the oblong hole 311 in the vertical direction under full-aircraft load to release the vertical relative deformation of the aircraft structure connected to the protective assembly 100, avoiding the protective assembly 100 from deforming therewith; under full aircraft load the second tab 32 rotates in the first tab 31 via the spherical plain bearing 34 therein to release the lateral relative deformation and rotation of the fuselage structure to which the shielding assembly 100 is attached, avoiding the consequent deformation of the shielding assembly 100. According to the present disclosure, the impact force of the cargo on the arresting wall 1 is converted into a force guiding the first lug 31 to rotate around the stud member 33, which makes the impact force directly received at the periphery of the oblong hole 311 smaller, and also makes the impact force transmitted to the aircraft fuselage structure via the connecting member 2 smaller, thereby reducing the risk of the fuselage structure deforming with the arresting wall 1; furthermore, in order to maintain the stability of the fuselage interior space, the aircraft fuselage structure is generally designed such that the deformations that occur when subjected to vertical loads are minimal, and therefore the translational movement of the second tab 32 in the oblong hole 311 in order to relieve the vertical loads is also minimal, not enough to generate a significant impact force on the end of the oblong hole 311. Therefore, the load transmission path adopted by the protection assembly of the present disclosure reduces the impact of cargo impact on the fuselage structure, and also reduces the risk of damage to the protection assembly 100 itself by loads that cause deformation of the arresting wall 1 or deformation of the aircraft fuselage structure, improving the reliability of the protection assembly.

In actual operation, each aircraft has different degrees of freedom requirements for the shield assembly 100. For example, large aircraft are heavily loaded and the deformation of the aircraft fuselage structure is relatively large, which requires a large degree of freedom of the fender assembly 100, in this case a large oblong hole size, to enable sufficient load release by translational and rotational movement of the stud member 33 and the second tab 32 within the oblong hole 311 of the first tab 31. However, small aircraft have a smaller cargo capacity than larger aircraft, and because of the smaller internal space and the smaller load, the deformation of the aircraft fuselage structure under load is also relatively small, and at this time, it does not require a greater degree of freedom for the protective assembly 100. Conversely, if the degree of freedom is too great, i.e., the oblong hole size is too large, this may cause the stud member to translate a long distance while relatively rotating within the oblong hole when the heading load is released, resulting in a relatively high rate of movement when it reaches the circumference of the oblong hole, and instead causing an impact on the circumference of the oblong hole. Accordingly, the shield assembly of the present invention preferably includes a plurality of pairs of bushings of uniform outer diameter, but different inner diameter dimensions from each other, so that pairs of bushings of different dimensions are selected according to the freedom requirements of different aircraft for the shield assembly 100 and are mounted to the pivot portion 3 to adjust the inner diameter dimension of the oblong hole 311.

If all the retaining walls 1 are connected to the connectors 2 only by the junctions 3, i.e. all the uprights 11 are connected to the connectors 2 by means of two-lug plates with oblong holes extending in the vertical direction, the presence of oblong holes at the top and bottom sides of the retaining walls 1 allows the entire retaining wall 1 to translate along the extension of the oblong holes. The barrage wall 1 may vibrate up and down even during normal operation of the aircraft, which is not conducive to maintaining overall structural stability. Therefore, there is a need to eliminate such undesirable vibrations. Therefore, in addition, the shelter assembly 100 also comprises auxiliary couplings, at the bottom side of the barrier wall 1, preferably arranged at the lower ends of the central uprights 11 of the barrier wall 1 as shown in fig. 1, in a number not greater than 2. The auxiliary joint is similar in structure to the joint 3, and differs therefrom only in that the hole in the third ear piece (binaural piece) of the auxiliary joint is a circular hole. This circular shape of the hole does not allow the stud to carry the fourth lug (single lug) in translational movement, thus limiting the arresting wall 1 in a relatively fixed position, eliminating undesired vibrations thereof during normal operation of the aircraft. Like the link 3, the third tab of the auxiliary link is at the end of the upright 11 and the fourth tab is integrally formed with the connecting element 2.

Figures 8-10 illustrate how the fender assembly 100 translates and releases loads through rotational and translational movement when subjected to heading, vertical and side loads.

As shown in fig. 8, when the aircraft decelerates or makes an emergency landing, the cargo may impact the barrage wall 1 due to inertia, generating a heading load. The heading load is applied to the barrage wall 1 in the direction indicated by the hollow arrow in the figure. At this time, the baffle 13 is bent in the heading direction, and the pillar 11 is bent therewith, so that the lugs at both ends of the pillar 11 are rotated about the stud members in the directions indicated by the solid arrows in the drawing, thereby partially transferring the heading load to the connecting member 2, and further to the floor stringers 201 and floor cross members 202 of the floor 200 connected to the connecting member 2.

As shown in fig. 9, when the cargo vibrates up and down as the fuselage bumps, a vertical load is generated. This vertical load is applied to the aircraft fuselage structure in the direction indicated by the hollow arrow in the figure, causing a vertical relative deformation of the aircraft cargo compartment floor and the cabin floor structure. At this time, the stud member 33 drives the second lug plate 32 to move in a translational manner in the oblong hole 311 of the first lug plate 31 along the direction indicated by the solid arrow in the figure, so that the vertical relative deformation of the aircraft cargo compartment floor and the passenger compartment floor structure is released, namely, the vertical degree of freedom provided by the oblong hole prevents the blocking wall 1 from bending and deforming along with the deformation of the aircraft floor structure. When the arresting wall 1 itself is vertically deformed, and vice versa, the deformation can be released by the relative movement of the first tab 31 and the second tab 32, so as to avoid the deformation of the aircraft floor structure following the deformation of the arresting wall.

As shown in fig. 10, side loads may be generated when the aircraft is banked or turned. This lateral load is applied to the aircraft fuselage structure in the direction indicated by the hollow arrow in the figure, causing a lateral relative deformation of the aircraft cargo compartment floor and the cabin floor structure. At the moment, the fuselage structure drives the connecting piece 2 to incline, the connecting piece 2 drives the single lug piece integrally formed with the fuselage structure to rotate in the double lug piece in the rotating direction indicated by a solid arrow in the figure by virtue of the joint bearing, and the lateral relative deformation of the cargo compartment floor and the passenger compartment floor structure of the airplane is released, namely, the lateral freedom degree provided by the oblong hole is used for avoiding the bending deformation of the arresting wall 1 along with the deformation of the airplane floor structure. When the cargo strikes the barrage wall 1 obliquely, generating side loads, and vice versa, it is possible to avoid the transmission of the side loads to the structure of the aircraft fuselage to which the protective assembly 100 is connected, preventing deformation thereof following the deformation of the barrage wall 1.

Therefore, the arresting wall 1 according to the present disclosure does not participate in the main structure load transfer of the aircraft fuselage, and the deformation of the fuselage structure does not cause the deformation of the arresting wall 1, thereby avoiding the over-constraint of the arresting wall 1 on the fuselage body structure; the load transferred to the fuselage structure by the retaining wall 1 is also distributed via a reasonable force transfer path without significant impact on the fuselage main structure.

According to the invention, the protective assembly is provided with the improved connecting piece and the improved movable connecting part, so that the innovative design that the protective assembly does not participate in the load transmission of the main structure of the aircraft body is realized, the excessive constraint of the protective assembly on the main structure of the aircraft body in normal flight is effectively avoided, otherwise, the excessive influence of the deformation of the protective assembly on the main structure of the aircraft body is also avoided, the reliability of the arresting protective device is improved, and the problem that the load transmitted by the protective assembly influences the main structure of the aircraft body due to the poor force transmission path in the prior art is solved. In addition, the connection part adopts a detachable structure, so that the arresting wall can be easily assembled and disassembled, the maintainability of the arresting protection device and the airplane body is improved, and the maintainability requirement of the prior art is met. Additionally, the size adjustment of the long round holes in the connecting parts is realized by using the bushings with different sizes, so that the freedom degree of the protection assembly is adjusted, different requirements of different airplanes on the freedom degree of the blocking protection device are met, and the universality of the protection assembly is improved.

The present invention is not limited to the above-described embodiments, which are merely illustrative and not restrictive. Those skilled in the art, having the benefit of the teachings of this invention, may effect numerous changes and modifications thereto without departing from the scope and spirit of the invention as set forth in the appended claims. Therefore, any modification, equivalent change and modification of the above-mentioned embodiments according to the technical essence of the present invention are within the protection scope defined by the claims of the present invention, unless departing from the technical spirit 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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